Narrative:

Flight ZZZ to ind, proceeding direct vhp and in contact with ZID at the time of event. Controller cleared us to cross 85 DME west of vhp at FL270. Captain was in the lavatory at the time of clearance, so I initiated the descent from FL350 to FL270. Within a min, captain took controls again and continued the descent. He called to my attention the 60+ KT tailwind and continued descent using spoilers. I was not concerned that we would make the crossing restr, as long as he continued his current rate of descent, and I commented to him he should have no problem making it. After that moment, I was focusing my attention on the frequency change, data, and the appropriate approach plate for landing when I found myself distraction from watching the captain and ensuring we would reach FL270 at 85 DME. I realized we were passing FL300 and at approximately 87 DME west of vhp and immediately called it to the attention of the captain and asked him if we were going to make it. His response was just barely and we leveled at FL270 at approximately 83 DME west of vhp. ATC made no comment and we proceeded to indianapolis. Contributing factors included an increased tailwind component during descent, lack of communication with captain during descent, and trusting he would continue his rate of descent I last observed before becoming distraction with other duties. Corrective actions are effective communication between the captain and myself and ATC, and staying situationally aware at all times without becoming distraction to ensure the safety of flight.

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Original NASA ASRS Text

Title: A DC10 FLT CREW IS UNABLE TO MEET THEIR XING RESTR.

Narrative: FLT ZZZ TO IND, PROCEEDING DIRECT VHP AND IN CONTACT WITH ZID AT THE TIME OF EVENT. CTLR CLRED US TO CROSS 85 DME W OF VHP AT FL270. CAPT WAS IN THE LAVATORY AT THE TIME OF CLRNC, SO I INITIATED THE DSCNT FROM FL350 TO FL270. WITHIN A MIN, CAPT TOOK CTLS AGAIN AND CONTINUED THE DSCNT. HE CALLED TO MY ATTN THE 60+ KT TAILWIND AND CONTINUED DSCNT USING SPOILERS. I WAS NOT CONCERNED THAT WE WOULD MAKE THE XING RESTR, AS LONG AS HE CONTINUED HIS CURRENT RATE OF DSCNT, AND I COMMENTED TO HIM HE SHOULD HAVE NO PROB MAKING IT. AFTER THAT MOMENT, I WAS FOCUSING MY ATTN ON THE FREQ CHANGE, DATA, AND THE APPROPRIATE APCH PLATE FOR LNDG WHEN I FOUND MYSELF DISTR FROM WATCHING THE CAPT AND ENSURING WE WOULD REACH FL270 AT 85 DME. I REALIZED WE WERE PASSING FL300 AND AT APPROX 87 DME W OF VHP AND IMMEDIATELY CALLED IT TO THE ATTN OF THE CAPT AND ASKED HIM IF WE WERE GOING TO MAKE IT. HIS RESPONSE WAS JUST BARELY AND WE LEVELED AT FL270 AT APPROX 83 DME W OF VHP. ATC MADE NO COMMENT AND WE PROCEEDED TO INDIANAPOLIS. CONTRIBUTING FACTORS INCLUDED AN INCREASED TAILWIND COMPONENT DURING DSCNT, LACK OF COM WITH CAPT DURING DSCNT, AND TRUSTING HE WOULD CONTINUE HIS RATE OF DSCNT I LAST OBSERVED BEFORE BECOMING DISTR WITH OTHER DUTIES. CORRECTIVE ACTIONS ARE EFFECTIVE COM BTWN THE CAPT AND MYSELF AND ATC, AND STAYING SITUATIONALLY AWARE AT ALL TIMES WITHOUT BECOMING DISTR TO ENSURE THE SAFETY OF FLT.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.