McDonnell Douglas Undifferentiated or Other Model
Flight Crew Air Transport Pilot (ATP)
Situational Awareness; Time Pressure
Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Human Factors; Weather
I was pilot monitoring on the RAVNN 3 arrival to BWI. We had been given a clearance to 'Descend VIA' and had complied with all the restrictions to CSN. The Captain was having trouble making the restrictions; but did due to a 50 knot tailwind and ATC asking us to slow down in the descent. That being said; we made the restriction at [OTT] at 9;000 FT. As we were about to cross; ATC told us to fly a 360 degree heading out of RAVNN for the visual to 33L. As I looked down to check the location of RAVNN; I did not notice the 6;000 FT crossing restriction on the STAR at RAVNN. I noticed the traffic in front of us descending and could see the airport and as I questioned the Captain why we were still so high; ATC asked us 'are you descending VIA the RAVNN 3 arrival' I responded yes and at that time the Captain noticed we never descended out of 9;000 FT after crossing [OTT] for the 6;000 FT restriction at RAVNN. In fact; we had never even put the 6;000 FT restriction in the altitude window. It was then that I saw the printed text on the far right side of the approach plate indicating we should have descended to cross RAVNN at 6;000 FT. ATC instructed us to descend to 4;000 FT and after a few moments told us we were clear for the visual approach behind the Air Carrier flight we had been following. I am not sure why I did not catch the 6;000 FT restriction on the approach plate; but I did not.
We were given descend via the RAVNN 3 by Potomac Approach Control inside of CSN VOR. FMS had automatically inserted all crossing altitudes. With a tailwind of 35-40 knots full speed brakes and high sink rates required to cross altitudes. Just about REXEE we were also given a speed reduction to 250 knots. I felt a sense of accomplishment just making OTT at 9;000 FT. At the OTT VOR; ATC gave us a vector heading of 360 to fly off of RAVNN. I failed to initiate the descent to 6;000 FT at RAVNN. Just before the turn at RAVNN I realized our error and at the same time ATC called us and notified us of our mistake. We were then given a descent to 4;000 FT and traffic was pointed out to us to follow for a visual approach to 33L. Remainder of approach was normal. I am not aware of any traffic or separation conflicts. I should have given my First Officer a more through briefing about the RAVNN 3 arrival. I also could have asked for altitude relief which would have made a less stressful arrival. Over OTT we were watching traffic ahead we thought we would follow and was looking to pick up the airport. Skies are clear and visibility unlimited. Somebody needs to stay in the airplane and finish the arrival and pick up the airport and traffic later. That would be me.
Air Carrier flight crew reports not noticing the crossing restriction at RAVNN on the RAVNN 3 arrival to BWI and the MCP altitude was set to 9;000 FT when cleared to descend via. No descent is initiated after OTT even though the FMC had successfully loaded the arrival with all the crossing restrictions. High tailwinds and a speed reduction by ATC had required the full attention of the flying pilot to make the restrictions up stream of RAVNN.