Commercial Fixed Wing
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Flight Crew Last 90 Days 170; Flight Crew Type 2735
Distraction; Situational Awareness
Deviation - Altitude Undershoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
Flight Crew Became Reoriented
Human Factors
I was PF (Pilot Flying) on this leg; we were cleared to descend via KIDDZ 3 RNAV Arrival into HOU. Winds aloft were light and we were about eight miles behind a Company aircraft also following the same clearance and flight path; which led to some intermittent moderate turbulence. We were at 12;000 ft from the crossing restriction at SNIFY [when we] encountered the wake turbulence. I elected to descend early to 11;000 ft to avoid the conditions.The first attempt to do this I selected the ALT INT option to start the descent early to the next 11;000 ft restriction at RVEEE. That did not work for some reason; and the turbulence was not letting up; so I set the altitude to 11;000 ft from 6;000 ft (from the descend via clearance) and descended in Vertical Speed mode to get the aircraft down. I selected VNAV again once established at 11;000 ft to continue the arrival. Shortly after reaching 11;000 ft and selecting VNAV; we crossed RVEEE and I was expecting the aircraft to descend to make AAHZZ at 10;000 ft. The aircraft did not descend and I couldn't figure out why; and immediately was in the Yellow if not Red per the RRM (Risk and Resource Management) model. I quickly figured out the altitude selection in the MCP (Mode Control Panel) was not reselected to 6;000 ft. I quickly set the lower altitude and initiated a descend as quickly and safely as I could; but the delay in descent put us 700 ft high over AAHZZ. ATC didn't say anything; nor did we as there weren't any other aircraft conflicts.It is vital to maintain situational awareness and vigilance especially when changing descent modes during an RNAV arrival. The turbulence distraction should have been a trigger to do so to avoid errors such as not resetting the clearance altitude after reselecting the original MCP vertical mode VNAV. Another option was to request vectors from ATC or a delay vector to laterally escape and avoid the wake and alleviate the VNAV demand until we were well clear of the rough air.
Air carrier First Officer reported they failed to make a crossing restriction after encountering wake turbulence on descent into HOU.