Widebody Transport
Flight Crew Air Transport Pilot (ATP)
Distraction; Workload; Human-Machine Interface; Communication Breakdown; Situational Awareness
Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Returned To Clearance
Aircraft; Human Factors
We were assigned to cross REBIT Intersection at 17;000 feet. I was Pilot monitoring. We were about 20 miles from the fix and I queried ATC as to our arrival. We were not filed for any STAR. They gave us the Coway One papa arrival for ILS 33R. I looked up at our descent progress and we were on profile to reach REBIT at 17;000 feet. I inserted the arrival in the Flight plan; and then realized we were not going to make REBIT at 17;000 feet; and announced as such to the pilot flying. I realized then that he was typing to activate the secondary which he had briefed as a backup. There were two Coway arrivals that would work for 33R; so I just thought it would be faster for me to insert the arrival in the primary flight plan. We never made REBIT at 17;000 feet and never heard anything from ATC. The First Officer told me upon debrief that the FMS went to Vertical Speed mode when I started typing; but he was focused upon activating the secondary flight plan. Moral of the story: Someone needs to fly the jet; all the time; only one person can type. I should have caught that. There were frequency changes; and other things happening to keep the Pilot Monitoring busy. The Pilot Flying should just fly; period.
We were cleared direct to REBIT intersection and told to cross at 17;000 feet. Even with the 100+ knot tailwind we had a good descent schedule. ATC then cleared us for the COWAY 1P arrival. I had put that in the secondary flight plan. Upon activating the secondary flight plan it formed a disconnect in the points. I focused more of my attention on getting rid of the disconnect instead of flying the airplane.I need to make sure as pilot flying that I put all of my focus on flying the aircraft. I need to let the pilot monitoring handle communications and the FMS. Even though the autopilot was engaged; my touching the FMS to activate the secondary flight plan caused ambiguity in the roles of pilot flying and pilot monitoring which resulted in a breakdown of CRM.
Widebody Transport flight crew; both intent on entering arrival data in the FMC; missed an assigned crossing altitude.