Narrative:

[The event regards] over-dependence on automation. After divert vectors around thunderstorms we were cleared to; 'intercept the xyz 350 radial; cross 40 [miles] north at 10;000 ft MSL and 250 KTS.' VOR track function to automatically intercept radial did not work; tried three times (distraction 1; wasted valuable time). Finally; built a FMS course line with a waypoint 40 miles north of xyz at 10;000 ft; or did we really put in 30 miles north? Did I say I was distracted by automation that didn't do what was expected?I then engaged profile descent; which provided a false sense of security; as I should have been doing mental descent calculations and realized we weren't really going to make the restriction and the airspeed (hindsight). We were on a descent profile when the aircraft began to slow to achieve 250 KTS and disrupted the descent rate necessary to make the crossing. Approach control called to warn about making the restriction. I manually dumped the nose with the descent wheel and pulled level change knob with 10;000 ft set in window; airspeed increased to 310 KTS. At approximately 11;500 ft with 2;000+ FPM descent and 310 KIAS; approach control saw we were not going to make the restriction and gave us a left 360 degree turn and descent to 9;000 ft (distraction 2).in a hurry and distracted twice; I dialed in 9;000 ft without changing back to the protected profile mode. At 2;000+ FPM it didn't take long for the aircraft to descend below 10;000 ft while at approx 310 KIAS. I clicked off the autopilot and arrested the descent at approximately 9;700 ft. Returned to 10;000 ft while slowing to 250 KTS and continuing the turn back to intercept the inbound radial.in retrospect; when given the old-fashioned intercept the radial; I should have manually tracked the VOR radial and done backup calculations for the descent restriction instead of attempting to rely on the FMS to do a non-routine maneuver. Most importantly; I should have left 10;000 ft in the altitude window until our speed was below 250 KIAS; then dialed in 9;000 ft. Also; don't always rely on the captain to back you up and say 'you aren't going to make it.' good thing the approach controller did or this report would be about a more serious error.

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Original NASA ASRS Text

Title: An MD11 First Officer allowed himself to become absorbed in programming recalcitrant auto-flight systems and lost situational awareness regarding complying with crossing restrictions and FAR speed limits.

Narrative: [The event regards] over-dependence on automation. After divert vectors around thunderstorms we were cleared to; 'intercept the XYZ 350 radial; cross 40 [miles] north at 10;000 FT MSL and 250 KTS.' VOR track function to automatically intercept radial did not work; tried three times (distraction 1; wasted valuable time). Finally; built a FMS course line with a waypoint 40 miles north of XYZ at 10;000 FT; or did we really put in 30 miles north? Did I say I was distracted by automation that didn't do what was expected?I then engaged profile descent; which provided a false sense of security; as I should have been doing mental descent calculations and realized we weren't really going to make the restriction and the airspeed (hindsight). We were on a descent profile when the aircraft began to slow to achieve 250 KTS and disrupted the descent rate necessary to make the crossing. Approach Control called to warn about making the restriction. I manually dumped the nose with the descent wheel and pulled level change knob with 10;000 FT set in window; airspeed increased to 310 KTS. At approximately 11;500 FT with 2;000+ FPM descent and 310 KIAS; Approach Control saw we were not going to make the restriction and gave us a left 360 degree turn and descent to 9;000 FT (distraction 2).In a hurry and distracted twice; I dialed in 9;000 FT without changing back to the protected profile mode. At 2;000+ FPM it didn't take long for the aircraft to descend below 10;000 FT while at approx 310 KIAS. I clicked off the autopilot and arrested the descent at approximately 9;700 FT. Returned to 10;000 FT while slowing to 250 KTS and continuing the turn back to intercept the inbound radial.In retrospect; when given the old-fashioned intercept the radial; I should have manually tracked the VOR radial and done backup calculations for the descent restriction instead of attempting to rely on the FMS to do a non-routine maneuver. Most importantly; I should have left 10;000 FT in the altitude window until our speed was below 250 KIAS; then dialed in 9;000 FT. Also; don't always rely on the Captain to back you up and say 'you aren't going to make it.' Good thing the Approach Controller did or this report would be about a more serious error.

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.