Narrative:

The deviation occurred on the glen rose eight arrival into dfw. I pulled up the previous metar weather for dfw; which indicated a south arrival flow. I then proceeded to load the FMS for the crossing restriction of 11;000 ft at hirst. A good while later; ft worth center (ATC) issued us a descent clearance of 11;000 ft; but I failed to hear fever as the fix to cross. I began my descent with hirst still programmed as my crossing fix. My first officer pulled up the new arrival metar weather but failed to inform me of the runway change. About 10 miles from fever I noticed my first officer reloading the FMS for a north flow. I immediately realized my mistake and advised ATC that we may not be able to make fever at 11;000 ft. ATC then advised us to do our best and make the altitude first and then the airspeed restriction. I was able to make the altitude at fever but my speed was 300 KTS instead of 250 KTS. Now just as I was getting this situation under control regional approach (ATC) issued a new descent clearance to 5000 ft. My first officer acknowledged the new altitude and set it in the altitude alerter; but failed to verify it with me. He then proceeded to make his prepare-for-landing PA. About a minute later ATC questioned our altitude and asked for an expedited descent. I then complied with the instructions without further incident. All this happened while on our second leg as a new crew. We were definitely not acting as a crew in sync. So before our next flight we had a nice discussion about standard operating procedures and expectations. This review did us both good and put us back on track. The rest of the trip was uneventful and went off without a hitch.

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Original NASA ASRS Text

Title: An EMB145 crews' CRM failed and the aircraft missed two crossing restrictions descending on the DFW Glen Rose Eight STAR because the communication was incomplete and uninformative about clearances.

Narrative: The deviation occurred on the GLEN ROSE EIGHT arrival into DFW. I pulled up the previous METAR weather for DFW; which indicated a south arrival flow. I then proceeded to load the FMS for the crossing restriction of 11;000 FT at HIRST. A good while later; Ft Worth Center (ATC) issued us a descent clearance of 11;000 FT; but I failed to hear FEVER as the fix to cross. I began my descent with HIRST still programmed as my crossing fix. My First Officer pulled up the new arrival METAR weather but failed to inform me of the runway change. About 10 miles from FEVER I noticed my First Officer reloading the FMS for a north flow. I immediately realized my mistake and advised ATC that we may not be able to make FEVER at 11;000 FT. ATC then advised us to do our best and make the altitude first and then the airspeed restriction. I was able to make the altitude at FEVER but my speed was 300 KTS instead of 250 KTS. Now just as I was getting this situation under control Regional Approach (ATC) issued a new descent clearance to 5000 FT. My First Officer acknowledged the new altitude and set it in the altitude alerter; but failed to verify it with me. He then proceeded to make his prepare-for-landing PA. About a minute later ATC questioned our altitude and asked for an expedited descent. I then complied with the instructions without further incident. All this happened while on our second leg as a new crew. We were definitely not acting as a crew in sync. So before our next flight we had a nice discussion about standard operating procedures and expectations. This review did us both good and put us back on track. The rest of the trip was uneventful and went off without a hitch.

Data retrieved from NASA's ASRS site as of April 2012 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.