Date: 202003
Local time of day: 0601-1200
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZZZZ
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Confusion; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: On departure out of ZZZZ1 we were cleared off Runway XXR via the ZZZZZ2 3A SID.  We were given clearance direct to ZZZZZ2 if we could cross it at or above 157 (4800M). The initial FMC prediction showed we could meet that restriction; so we accepted the clearance and commenced the turn toward ZZZZZ2.  About the same time the PM attempted to contact ZZZZ control on the VHF R comm for our FIR boundary call ahead position report.  I was PF and maintained listening watch on VHF L. Upon contact with ZZZZ control we were queried as to our correct flight number - we were asked if we were Aircraft XXYX or aircraft XYXX.  We were filed as Aircraft XYXX.  ZZZZ1 ATC had never questioned our flight number on clearance; ground; or tower frequencies.  About the same time the PM was attempting to clarify to ZZZZ Control we were Aircraft XYXX on VHF R; ZZZZ1 Control - on VHF L gave us a frequency change to ZZZZ control.  We attempted to check on with ZZZZ Control and there was still confusion both inside the cockpit; as well as between us and ATC as to our correct call sign with numerous radio calls back and forth.  We were uncertain as to why ZZZZ Control was asking about our callsign which became distracting; and in addition we were dealing with the language barrier and attempting to consult the RVSM meters chart for subsequent climb altitudes.  In an attempt to clarify our filed flight number and to trouble shoot that problem; one of the RFOs placed a SATCOM call to operations.  I noticed we were probably not going to meet the climb restriction of ZZZZZ2 at 157 (4800M); however I got distracted from verbalizing this to the PM because during this same time there were numerous other events happening. Attempting to monitor the flight path of the airplane; troubleshoot our flight number;  maintain a listening watch on both VHF L and the SATCOM call; and there was a stuck mike on the ZZZZ Control frequency.  I verbalized we were not going to meet the altitude of 157 (4800M) at ZZZZZ2 and we were attempting to get in radio contact with ZZZZ Control on a frequency/radio that didn't have a stuck mike.  We tried the VHF R; however there was no difference; there was a stuck mike on both VHF L/R - indicating the problem was not coming from within our airplane.  About the time we were going to call ZZZZ Control on guard frequency; the stuck mike problem stopped.  By now a few more miles/minutes had passed and I immediately told the PM to tell the controller we were not going to cross ZZZZZ2 at or above 157 (4800M); and we told them we were going to be crossing ZZZZZ2 at 148 (4500M) - ZZZZ control did not acknowledge that; nor did they subsequently say anything regarding the altitude; they merely gave us a subsequent routing clearance.  There was no conflicting traffic observed; nor any TCAS alerts received.  We were finally able to resolve our call sign issue through working with operations and our Fleet Captain; which subsequently solved the confusion with ZZZZ control.There were numerous contributing factors to this event.  First and foremost the amount of stress and extra pressures felt as a result of dealing with all the COVID-19 issues daily - country entry restrictions; constant trip revisions; health/wellness checks; room confinement/quarantine; inadequate rest; and cumulative fatigue just to name a few.  The amount of physical; financial and emotional threats we are dealing with are having a cumulative and obvious effect of our performance on the flight deck.   From the crew conversations and tone of those conversations before; during and after flights it is obvious that every single one of us are dealing with multiple threats that we are trying to mitigate even before stepping onto the flight deck.  The distractions are overwhelmingly eroding safety on the flight line.Even though this was an early morning departure out of ZZZZ1; I had not slept well the night before and; by departure time had already been awake over 5 hrs.  I programmed the FMC with a transposed flight number; which ultimately led to the call sign confusion - some ACARS messages were being sent to the correct call sign of Aircraft XYXX  and others to the incorrect one of Aircraft XXYX and I never caught that.  Also; before takeoff there were numerous distractions - upon arrival at the airplane there were two mechanics on the flight deck doing [a software] update on the airplane which delayed and  distracted my cockpit preflight and setup.  When we received the DG was the first time I was aware we had dry ice which necessitated the FCAC (Forward Cargo Air Conditioning) on - so I also had to contact operations for new fuel burn numbers/penalty associated with that; we didn't have an excess amount of fuel to begin with so we had to hold the fuel truck and await new numbers from operations.  From our arrival on the flight deck ramp personnel were pushing us to get us out early and were a constant interruption.  The FO had never been to ZZZZ1 before so there was some instruction/guidance that was happening with correct procedures for our departure. I should have prioritized better but became distracted with trying to monitor the aircraft; monitor a new FO doing FMS programming; and listening to both VHF/Satcom communications. Ultimately all these things contributed to me not meeting the altitude restriction at ZZZZZ2 - the language barrier; call sign confusion; radio frequency stuck mike; dealing with RVSM meters vs FL; fatigue and all the COVID-19 concerns and pressures listed above.




Synopsis: Air carrier First Officer reported not meeting a crossing restriction and cited several distractions which contributed; including problems with call sign and concerns with COVID-19.