Narrative:

The captain was the pilot monitoring (pm) and the first officer (first officer) was the pilot flying (PF). During cruise flight; the first officer briefed the KOHOE3 RNAV arrival to the RNAV Z 35L; left; approach based upon current den ATIS. A thorough brief of RNAV procedures was conducted using the approach briefing guide. The crew also discussed details and pitfalls of flying RNAV approaches into den during the cruise portion of flight and reviewed RNAV approach plates for both 35R and 35L.upon contact with den approach and while descending via the KOHOE3 RNAV arrival; the crew was told to expect the visual approach runway 35R. The captain loaded the ILS 35R and [the] crew re-briefed the approach; visual backed up with the ILS. Then; during the descent between the fixes of dhatt and doggg and approaching 11;000 feet; the controller asked if we could accept the RNAV Z runway 35R; right. Having previously conducted a thorough RNAV briefing; we said we could accept that approach and were subsequently cleared the RNAV Z 35R as we were approaching doggg.the aircraft was level at 11;000 feet and 210 kts with the autopilot engaged. The captain loaded the approach and answered the ATC radio call; while the first officer closed the 'vectors' fix on the FMC legs page by bringing the RNAV approach fix; misms; over the 'vectors' fix. The captain confirmed the new routing before executing the FMC change. The nd (navigation display) appeared to show the correct path of doggg; misms; and then a turn to fronz. After confirming with ATC that we were cleared the approach; the captain reset the MCP (mode control panel) altitude window to 7000 feet; the next cleared altitude at fronz.as the aircraft reached the doggg fix; the first officer expected the aircraft to begin descent out of 11;000 feet and was distracted when the aircraft remained at 11;000 feet. The aircraft was now approaching misms only 3 miles from doggg; and the first officer finally noticed that the arrival fixes of dontt and barrk were still programmed in the FMC; after doggg; but before misms. An attempt was made to re-sequence the FMC to make misms the next fix; which appeared to be the next fix on the nd. However; the aircraft crossed the misms fix before the change could take effect. ATC quickly cancelled the approach clearance and provided vectors to a visual approach to 35R; which was flown without incident.while no deviations or unsafe issues resulted from this event; there were several lessons learned. The crew should not have accepted the late notice RNAV approach clearance. While a thorough briefing had been conducted; which included a review of both runway 35L and runway 35R approaches; there was insufficient time to reprogram the FMC; comply with all altitude and airspeed restrictions; answer radio calls; and thoroughly brief and confirm all crew actions. Equally important; recent recurrent simulator training as well as via pilot bulletin has highlighted the importance of eliminating 'vectors' on the legs page when transitioning from an RNAV arrival to an RNAV approach. Based upon this training; the first officer was predisposed to bring the approach fix of misms over the 'vectors' fix; instead of correctly sequencing misms after the doggg fix.furthermore; after incorrectly overwriting 'vectors' with misms; the nd display showed the misms fix and turn to fronz approach fix but the arrival fixes of dontt and barrk were not in view; giving a false sense that the aircraft would fly the approach routing. Finally; the close proximity of doggg to misms; 3 NM; provided little time to recognize and correct the mistake.

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Original NASA ASRS Text

Title: B757 flight crew reported track error during RNAV approach due to mis-programming the FMC.

Narrative: The Captain was the Pilot Monitoring (PM) and the FO (First Officer) was the Pilot Flying (PF). During cruise flight; the FO briefed the KOHOE3 RNAV arrival to the RNAV Z 35L; LEFT; approach based upon current DEN ATIS. A thorough brief of RNAV procedures was conducted using the approach briefing guide. The crew also discussed details and pitfalls of flying RNAV approaches into DEN during the cruise portion of flight and reviewed RNAV approach plates for both 35R and 35L.Upon contact with DEN Approach and while descending via the KOHOE3 RNAV arrival; the crew was told to expect the visual approach Runway 35R. The Captain loaded the ILS 35R and [the] crew re-briefed the approach; visual backed up with the ILS. Then; during the descent between the fixes of DHATT and DOGGG and approaching 11;000 feet; the Controller asked if we could accept the RNAV Z Runway 35R; RIGHT. Having previously conducted a thorough RNAV briefing; we said we could accept that approach and were subsequently cleared the RNAV Z 35R as we were approaching DOGGG.The aircraft was level at 11;000 feet and 210 kts with the autopilot engaged. The Captain loaded the approach and answered the ATC radio call; while the FO closed the 'vectors' fix on the FMC legs page by bringing the RNAV approach fix; MISMS; over the 'vectors' fix. The Captain confirmed the new routing before executing the FMC change. The ND (Navigation Display) appeared to show the correct path of DOGGG; MISMS; and then a turn to FRONZ. After confirming with ATC that we were cleared the approach; the Captain reset the MCP (Mode Control Panel) altitude window to 7000 feet; the next cleared altitude at FRONZ.As the aircraft reached the DOGGG fix; the FO expected the aircraft to begin descent out of 11;000 feet and was distracted when the aircraft remained at 11;000 feet. The aircraft was now approaching MISMS only 3 miles from DOGGG; and the FO finally noticed that the arrival fixes of DONTT and BARRK were still programmed in the FMC; after DOGGG; but before MISMS. An attempt was made to re-sequence the FMC to make MISMS the next fix; which APPEARED to be the next fix on the ND. However; the aircraft crossed the MISMS fix before the change could take effect. ATC quickly cancelled the approach clearance and provided vectors to a visual approach to 35R; which was flown without incident.While no deviations or unsafe issues resulted from this event; there were several lessons learned. The crew should not have accepted the late notice RNAV approach clearance. While a thorough briefing had been conducted; which included a review of both Runway 35L AND Runway 35R approaches; there was insufficient time to reprogram the FMC; comply with all altitude and airspeed restrictions; answer radio calls; AND thoroughly brief and confirm all crew actions. Equally important; recent recurrent simulator training as well as via pilot bulletin has highlighted the importance of eliminating 'vectors' on the legs page when transitioning from an RNAV arrival to an RNAV approach. Based upon this training; the FO was predisposed to bring the approach fix of MISMS over the 'vectors' fix; instead of correctly sequencing MISMS after the DOGGG fix.Furthermore; after incorrectly overwriting 'vectors' with MISMS; the ND display showed the MISMS fix and turn to FRONZ approach fix but the arrival fixes of DONTT and BARRK were not in view; giving a false sense that the aircraft would fly the approach routing. Finally; the close proximity of DOGGG to MISMS; 3 NM; provided little time to recognize and correct the mistake.

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.