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B737NG first officer reported a track deviation occurred on arrival into den following a late clearance change and improper FMC loading.
| Attributes | |
| ACN | 1577478 |
| Time | |
| Date | 201809 |
| Local Time Of Day | 1801-2400 |
| Place | |
| Locale Reference | DEN.Airport |
| State Reference | CO |
| Environment | |
| Flight Conditions | VMC |
| Aircraft 1 | |
| Make Model Name | B737 Undifferentiated or Other Model |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Descent |
| Route In Use | STAR CREDE 3 |
| Flight Plan | IFR |
| Person 1 | |
| Function | Pilot Not Flying First Officer |
| Qualification | Flight Crew Multiengine Flight Crew Air Transport Pilot (ATP) Flight Crew Instrument |
| Experience | Flight Crew Total 3007 Flight Crew Type 2310 |
| Events | |
| Anomaly | ATC Issue All Types Deviation - Procedural Clearance Deviation - Procedural Published Material / Policy Deviation - Track / Heading All Types |
Narrative:
Descending via CREDE3; we were set up and planning on RNAV rnp Z 16R with the clfff translation selected. Through 14-13;000 ft; approach advised unable RNAV; expect visual 16R. I prompted the captain if he wanted me to reprogram the FMC to the ILS16R or leave it as is. Approaching longs and descending captain reprogrammed FMC to ILS16R approach and executed before it could be [verified]. This caused the CREDE3 arrival to be dropped and the aircraft entered cws (control wheel steering). I reprogrammed CREDE3 and using heading initiated a left turn to 355 degrees. However; by this point we had overshot longs. ATC assigned heading 310 and 11;000 feet. We [continued] to a visual approach and landing. Going into denver; approach and runway changes are expected. The biggest lesson here is the importance of [FMC route verification]; heads down on CDU in a high workload environment; and connecting a transition fix into the FMC; without clearance.
Original NASA ASRS Text
Title: B737NG First Officer reported a track deviation occurred on arrival into DEN following a late clearance change and improper FMC loading.
Narrative: Descending via CREDE3; we were set up and planning on RNAV RNP Z 16R with the CLFFF translation selected. Through 14-13;000 ft; Approach advised unable RNAV; expect Visual 16R. I prompted the Captain if he wanted me to reprogram the FMC to the ILS16R or leave it as is. Approaching LONGS and descending Captain reprogrammed FMC to ILS16R approach and executed before it could be [verified]. This caused the CREDE3 arrival to be dropped and the aircraft entered CWS (Control Wheel Steering). I reprogrammed CREDE3 and using HDG initiated a left turn to 355 degrees. However; by this point we had overshot LONGS. ATC assigned HDG 310 and 11;000 feet. We [continued] to a visual approach and landing. Going into Denver; approach and runway changes are expected. The biggest lesson here is the importance of [FMC route verification]; heads down on CDU in a high workload environment; and connecting a transition fix into the FMC; without clearance.
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.