Narrative:

We were on the ldora arrival into denver when we loaded the 34L ILS approach into the FMS so it would sequence after ldora. This is the runway we had been assigned previously from this direction of flight. When we checked in with approach; we were given ILS 35L for a runway. Since it was IMC and had been down to 1/4 mile visibility at times we briefed the 35L ILS CAT ii approach and set up our instruments appropriately. Approach then cleared us for the ILS 35L from the ldora arrival. We brought up the localizer frequency but we were still white needles since we hadn't yet turned inbound from the approach. As we made the turn approach control quarried us about our runway alignment; this was approximately 25 miles from the airport. He then gave us a heading to fly and told us to intercept the 35L localizer. I set the heading and switched to green needles and selected navigation mode to intercept. It was then that we looked at the FMS and realized we did not change our runway from 34L to 35L. The correct runway was entered but we stayed on green needles and completed the approach and landing uneventfully.it was very busy checking in with approach along with the added CAT ii checklist. We got distracted and busy and did not come back to the FMS. We should have double checked the FMS; especially since we were still on white needles and relying on it for navigation. By not having selected a runway prior to receiving a clearance we could have avoided this issue. However; with the IMC conditions and short amount of time from runway assignment to landing it does get busy. But we need to be more vigilant.

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Original NASA ASRS Text

Title: CRJ-200 flight crew reports being assigned Runway 35L at DEN after expecting Runway 34L off the LDORA arrival. The runway is not changed in the FMC resulting in a track deviation during the turn after LDORA. ATC detects the error and assigns a heading to intercept.

Narrative: We were on the LDORA arrival into Denver when we loaded the 34L ILS approach into the FMS so it would sequence after LDORA. This is the runway we had been assigned previously from this direction of flight. When we checked in with Approach; we were given ILS 35L for a runway. Since it was IMC and had been down to 1/4 mile visibility at times we briefed the 35L ILS CAT II approach and set up our instruments appropriately. Approach then cleared us for the ILS 35L from the LDORA arrival. We brought up the localizer frequency but we were still white needles since we hadn't yet turned inbound from the approach. As we made the turn Approach Control quarried us about our runway alignment; this was approximately 25 miles from the airport. He then gave us a heading to fly and told us to intercept the 35L localizer. I set the heading and switched to green needles and selected NAV mode to intercept. It was then that we looked at the FMS and realized we did not change our runway from 34L to 35L. The correct runway was entered but we stayed on green needles and completed the approach and landing uneventfully.It was very busy checking in with Approach along with the added CAT II checklist. We got distracted and busy and did not come back to the FMS. We should have double checked the FMS; especially since we were still on white needles and relying on it for navigation. By not having selected a runway prior to receiving a clearance we could have avoided this issue. However; with the IMC conditions and short amount of time from runway assignment to landing it does get busy. But we need to be more vigilant.

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.