Narrative:

I was conducting my first trip on IOE and we were descending via the IVANE2 arrival into clt; we were approaching amobe intersection at 210 KTS with the autopilot on. ATC had assigned us 36R then offered 36C to keep us clear of wake turbulence from heavy aircraft. The captain [accepted the change] and switched runways in the FMS as we were approaching amobe intersection. This dumped the remainder of the arrival out of the FMS and reloaded the IVANE2 and new approach for 36C [all the way back to] the initial arrival fix. The autopilot continued to amobe before the FMS could be cleaned up and it caused us to overshoot the turn at amobe instead of continuing the turn to peloy. The captain immediately realized the problem; disconnected the auto pilot and corrected back to the proper course. We were then given a descent clearance to 4;000 ft and the flight continued with no further issues.if we had received the clearance sooner or later and cleaned it up before of after amobe sequenced in the FMS rather than during the sequence to the next waypoint; there would have been no issue. There was also increased task saturation since the captain was evaluating my performance of pilot flying duties into a busy terminal area.

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Original NASA ASRS Text

Title: When Approach Control changed their runway as the flight crew of a CRJ-200 was approaching a turn at AMOBE on the runway transition portion of the IVANE RNAV STAR to CLT the FMS recycled the entire transition portion just as the jet was passing AMOBE. As a result the turn to the next waypoint was delayed and a brief track deviation resulted.

Narrative: I was conducting my first trip on IOE and we were descending via the IVANE2 arrival into CLT; we were approaching AMOBE intersection at 210 KTS with the autopilot on. ATC had assigned us 36R then offered 36C to keep us clear of wake turbulence from heavy aircraft. The Captain [accepted the change] and switched runways in the FMS as we were approaching AMOBE intersection. This dumped the remainder of the arrival out of the FMS and reloaded the IVANE2 and new approach for 36C [all the way back to] the initial arrival fix. The autopilot continued to AMOBE before the FMS could be cleaned up and it caused us to overshoot the turn at AMOBE instead of continuing the turn to PELOY. The Captain immediately realized the problem; disconnected the auto pilot and corrected back to the proper course. We were then given a descent clearance to 4;000 FT and the flight continued with no further issues.If we had received the clearance sooner or later and cleaned it up before of after AMOBE sequenced in the FMS rather than during the sequence to the next waypoint; there would have been no issue. There was also increased task saturation since the Captain was evaluating my performance of pilot flying duties into a busy terminal area.

Data retrieved from NASA's ASRS site as of July 2013 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.