B737 first officer reports difficulty flying the vertical profile of the marnr 3 arrival to sea betw...

Narrative:

While on correct VNAV vertical path and airspeed on the marnr 3 arrival we crossed over rayni waypoint and FMC instantly calculated we were high. We received prior message 'steep descent after rayni;' which is a very common occurrence on this arrival. With speedbrake fully deployed; the use of the landing gear for additional drag was used. The subsequent waypoint requires slowing from 250 KTS to 230 KTS while still descending and then a further speed reduction to 210 KTS. Despite all measures to meet speed and altitude constraints it became apparent we would not make the 'cross between 6;500 and 6;000' restriction. However; prior to grify we were given an approach clearance and proceeded to seatac visually; crossing grify at approximately 7;000 ft. Much has been discussed about this arrival; but it is apparent that in order to meet the grify crossing restriction the speedbrake and landing gear must be deployed at least 20 miles from the field; which seems very unusual. Despite this fact; the use of the landing gear should have been used immediately crossing rayni waypoint. The portion of this arrival from rayni to grify is a prime example of 'we can slow down but not go down' at the same time.

Original NASA ASRS Text

Title: B737 First Officer reports difficulty flying the vertical profile of the MARNR 3 arrival TO SEA between RAYNI and GRIFY and also meeting the speed restrictions. Both the landing gear and full speed brakes are required and in this case were still not enough.

Narrative: While on correct VNAV Vertical Path and airspeed on the MARNR 3 arrival we crossed over RAYNI waypoint and FMC instantly calculated we were high. We received prior message 'Steep Descent after RAYNI;' which is a VERY common occurrence on this arrival. With speedbrake fully deployed; the use of the landing gear for additional drag was used. The subsequent waypoint requires slowing from 250 KTS to 230 KTS while still descending and then a further speed reduction to 210 KTS. Despite all measures to meet speed and altitude constraints it became apparent we would not make the 'cross between 6;500 and 6;000' restriction. However; prior to GRIFY we were given an approach clearance and proceeded to SeaTac visually; crossing GRIFY at approximately 7;000 FT. Much has been discussed about this arrival; but it is apparent that in order to meet the GRIFY crossing restriction the speedbrake and landing gear must be deployed at least 20 miles from the field; which seems very unusual. Despite this fact; the use of the landing gear should have been used immediately crossing RAYNI waypoint. The portion of this arrival from RAYNI to GRIFY is a prime example of 'we can slow down but NOT go down' at the same time.

Data retrieved from NASA's ASRS site 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.

Attributes
ACN	1162523
Time
Date	201404
Local Time Of Day	0001-0600
Place
Locale Reference	SEA.Airport
State Reference	WA
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Make Model Name	B737 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Flight Phase	Descent
Route In Use	STAR MARNR 3
Flight Plan	IFR
Person 1
Function	First Officer Pilot Flying
Qualification	Flight Crew Air Transport Pilot (ATP)
Experience	Flight Crew Last 90 Days 120 Flight Crew Total 9000 Flight Crew Type 6300
Events
Anomaly	Deviation - Altitude Crossing Restriction Not Met Deviation - Procedural Clearance Deviation - Procedural Published Material / Policy

B737 first officer reports difficulty flying the vertical profile of the marnr 3 arrival to sea between rayni and grify and also meeting the speed restrictions. Both the landing gear and full speed brakes are required and in this case were still not enough.