Narrative:

The weather was relatively nice with occasional light turbulence. We did however have a strong tailwind. The wind component on our tail was slightly larger than 125 KTS. There was some discussion on the radio amongst other airliners as to potential difficulty in making descent restrictions; of course due to the high resultant ground speed due to the tailwinds. We were given a clearance to cross the intersection at FL290. The captain was the flying pilot and entered 29;000 in the FCU altitude window. As we were on a published segment of the arrival; and navigating in a 'managed mode;' he pushed the altitude selector knob and we began our descent. It appeared to me that we had plenty of room to get down to FL290. I did the 'mental math' using the 3:1 descent ratio we traditionally utilize; and added a few miles to my number as a fudge factor to compensate for our increased ground speed. The flight management computer did in fact also indicate to us that we were currently below the profile; and therefore the aircraft would be limited to a descent rate of 1;000 FPM until it reached the proper idle descent point. At that time; because we were utilizing a 'managed mode of descent;' the aircraft would transition to an idle descent to reach the intersection at FL290. I left radio one to communicate with the flight attendants dealing with a minor cabin maintenance issue. I updated our arrival weather and gate information and made an announcement to the passengers. When I returned to radio one I noticed that the aircraft was in a 300 FPM descent and was getting increasingly higher on the profile; indicating that we would not make our descent restriction. At this time; the captain disengaged all automation hand-flew the aircraft attempting to make our restriction at the intersection. At this was occurring; we were given a frequency change and as I checked in with center. I told them that; while we were doing 'all we could do to get down; we were going to be high at the intersection.' the center controller simply acknowledged my transmission. There was no traffic issue; just another airliner crossing an intersection high. We crossed the intersection at 30;500 and made 29;000 very quickly. Nothing was said by ATC or by us further on this error. I am not in any way placing any of the blame on ATC for this missed restriction. We should have been more attentive to our aircraft's descent path. It does often bother me however that ATC does not take into account tailwind affect on time to descend. This is not the first time an A321 has had an issue making a descent restriction. I have heard from other pilots about the aircraft reverting to a 300 FPM descent when it gets 'confused.' I am not sure how we got from a 1;000 FPM managed descent to a 300 FPM vertical speed descent. I did not see the captain select this descent rate; and he claims not to have done so. Perhaps it was an 'airbusism' or simply pilot error.

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Original NASA ASRS Text

Title: A321 missed an assigned crossing restriction in managed descent. The Captain was the flying pilot and the First Officer noted the aircraft had reverted to a 300 FPM descent after returning from communicating with the cabin.

Narrative: The weather was relatively nice with occasional light turbulence. We did however have a strong tailwind. The wind component on our tail was slightly larger than 125 KTS. There was some discussion on the radio amongst other airliners as to potential difficulty in making descent restrictions; of course due to the high resultant ground speed due to the tailwinds. We were given a clearance to cross the intersection at FL290. The Captain was the flying pilot and entered 29;000 in the FCU altitude window. As we were on a published segment of the arrival; and navigating in a 'managed mode;' he pushed the altitude selector knob and we began our descent. It appeared to me that we had plenty of room to get down to FL290. I did the 'mental math' using the 3:1 descent ratio we traditionally utilize; and added a few miles to my number as a fudge factor to compensate for our increased ground speed. The flight management computer did in fact also indicate to us that we were currently below the profile; and therefore the aircraft would be limited to a descent rate of 1;000 FPM until it reached the proper idle descent point. At that time; because we were utilizing a 'managed mode of descent;' the aircraft would transition to an idle descent to reach the intersection at FL290. I left radio one to communicate with the flight attendants dealing with a minor cabin maintenance issue. I updated our arrival weather and gate information and made an announcement to the passengers. When I returned to radio one I noticed that the aircraft was in a 300 FPM descent and was getting increasingly higher on the profile; indicating that we would not make our descent restriction. At this time; the Captain disengaged all automation hand-flew the aircraft attempting to make our restriction at the intersection. At this was occurring; we were given a frequency change and as I checked in with Center. I told them that; while we were doing 'all we could do to get down; we were going to be high at the intersection.' The Center Controller simply acknowledged my transmission. There was no traffic issue; just another airliner crossing an intersection high. We crossed the intersection at 30;500 and made 29;000 very quickly. Nothing was said by ATC or by us further on this error. I am not in any way placing any of the blame on ATC for this missed restriction. We should have been more attentive to our aircraft's descent path. It does often bother me however that ATC does not take into account tailwind affect on time to descend. This is not the first time an A321 has had an issue making a descent restriction. I have heard from other pilots about the aircraft reverting to a 300 FPM descent when it gets 'confused.' I am not sure how we got from a 1;000 FPM managed descent to a 300 FPM vertical speed descent. I did not see the Captain select this descent rate; and he claims not to have done so. Perhaps it was an 'Airbusism' or simply pilot 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.