Narrative:

This [report is concerning] a problem (and I think a known problem) with denver's arrivals and mating them up with a runway to which they are not built or made to go together. This narrative may be specific to the B737 fleet and it's FMC.first we were assigned three different arrivals in a short period of time and the den stars are not simple affairs. Finally we are assigned the zplyn three RNAV arrival; an arrival for south runways; even though the ATIS says they are landing north. First difficulty in getting the FMC [programmed].we were cleared the zplyn three RNAV arrival and to descend via. While I make the box work with the south runway STAR and the north runway it is time consuming and fraught with errors of typing in points and crossing altitudes.then we are handed over to approach and given a new runway; 16L.so into the box; FMC again select the STAR; select the runway; select the transition. Boom - it won't take it because qwike is at 1100 feet the IAF kippr for 16L is a mandatory 12000 feet altitude constraint error.to make it work I can remove one of the altitudes - but which one?yes; by the way; this is probably going to be a VFR affair; but we are to back it up with IFR procedures and in the case of the STAR we are clear on it and descend via it so we are stuck with that.ok.... So forget the tradition that causes the problem and the FMC will accept the runway.but; if you do that you do not get 3 points on the approach; kikme one prior to the FAF; then the FAF and one more. Well let's see; how many aircraft are out there; I don't know..... Will they be turning us in outside the kikme? Well it is back to the FMC to enter some more approach point that don't get put in without a transition. A transition that is not built to align with the assigned runway therefore it will not be accepted the FMC. More typing manual inputting points and crossing altitude restrictions.all this is happening with my first officer (first officer) who is very good; but the first officer is not the most experienced I fly with and the next time; or sometime soon; when I fly this I could be with a new hire first officer.the first officer is flying; I am 'managing the FMC'; I am not able to do a very good job at pilot monitoring. What's this new thing were are supposed to say; 'I am feeling very much in the yellow approaching red as far as comfort level.'I finally get the FMC squared away as we are given descent past the STAR and am very distracted and my first officer is just trying to keep up with what I am doing while he is flying.I was in the yellow for way too long on what should have been a simple descent on VFR conditions to a VFR approach - backed up with the ILS (or whatever instrument approach is available; or all available aids) as taught.all this is in a VFR environment and maybe that is why ATC thinks all is well.well; if ATC is planning to just wing it VFR; then don't put us on a STAR with descend via clearance to a runway that will not mate with the assigned STAR.if den plans to use a runway that does not mate with a STAR then inform ATC to give; maybe a descend via except... Descend to the appropriate altitude for the expected runway; or an altitude at or above all transition iafs.there is too much confusion with den stars and there alignment with only specific runways and then approach assigning runways that do not fit/mate/align with the assigned STAR.this is not a one off event at den. If you fly into den often enough you get used to the 'way they do business'; but aren't we all supposed to be able do it as it was designed and to be done and expect things to be the same at one airports as another in regards to selecting the STAR and then the runway and then the transition and it work as advertised; without having the know each airport's idiosyncrasies?

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Original NASA ASRS Text

Title: B737-800 Captain reported the FMC workload on DEN arrivals is often excessively high; and complicated by multiple runway changes and procedure irregularities.

Narrative: This [report is concerning] a problem (and I think a known problem) with Denver's arrivals and mating them up with a runway to which they are not built or made to go together. This narrative may be specific to the B737 fleet and it's FMC.First we were assigned three different arrivals in a short period of time and the DEN STARs are not simple affairs. Finally we are assigned the ZPLYN THREE RNAV Arrival; an arrival for south runways; even though the ATIS says they are landing north. First difficulty in getting the FMC [programmed].We were cleared the ZPLYN THREE RNAV Arrival and to descend via. While I MAKE the box work with the south Runway STAR and the north runway it is time consuming and fraught with errors of typing in points and crossing altitudes.Then we are handed over to approach and given a new runway; 16L.So into the box; FMC again select the STAR; select the Runway; select the Transition. Boom - it won't take it because QWIKE is AT 1100 feet the IAF KIPPR for 16L is A MANDATORY 12000 feet Altitude Constraint Error.To make it work I can remove one of the altitudes - but which one?Yes; by the way; this is probably going to be a VFR affair; but we are to back it up with IFR procedures and in the case of the STAR we are clear on it and descend via it so we are stuck with that.OK.... so forget the tradition that causes the problem and the FMC will accept the Runway.But; if you do that you do not get 3 points on the approach; KIKME one prior to the FAF; then the FAF and one more. Well let's see; how many aircraft are out there; I don't know..... Will they be turning us in outside the KIKME? Well it is back to the FMC to enter some more approach point that don't get put in without a Transition. A Transition that is not built to align with the assigned runway therefore it will not be accepted the FMC. More typing manual inputting points and crossing altitude restrictions.All this is happening with my First Officer (FO) who is very good; but the FO is not the most experienced I fly with and the next time; or sometime soon; when I fly this I could be with a new hire FO.The FO is flying; I am 'managing the FMC'; I am not able to do a very good job at pilot monitoring. What's this new thing were are supposed to say; 'I am feeling very much in the yellow approaching RED as far as comfort level.'I finally get the FMC squared away as we are given descent past the STAR and am very distracted and my FO is just trying to keep up with what I am doing while he is flying.I was in the Yellow for way too long on what should have been a simple descent on VFR conditions to a VFR approach - backed up with the ILS (or whatever instrument approach is available; or all available aids) as taught.All this is in a VFR environment and maybe that is why ATC thinks all is well.Well; if ATC is planning to just wing it VFR; then don't put us on a STAR with DESCEND VIA clearance to a runway that will not mate with the assigned STAR.If DEN plans to use a Runway that does not mate with a STAR then inform ATC to give; maybe a DESCEND VIA EXCEPT... descend to the appropriate altitude for the expected runway; or an altitude AT OR ABOVE all transition IAFs.There is too much confusion with DEN STARs and there alignment with only specific RUNWAYs and then APPROACH assigning RUNWAYS that do not fit/mate/align with the assigned STAR.This is not a ONE OFF event at DEN. If you fly into DEN often enough you get used to the 'WAY THEY DO BUSINESS'; but aren't we all supposed to be able do it as it was designed and to be done and expect things to be the same at one airports as another in regards to selecting the STAR and then the RUNWAY and then the TRANSITION and it work as advertised; without having the know each airport's idiosyncrasies?

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.