Narrative:

Departing las, we had been cleared for the idale RNAV departure and expect runway 19. We programmed the LNAV for the departure and pushed off the gate. On taxi out, our departure runway changed to runway 25R, which was a short taxi. Approaching the runway, we were cleared for takeoff, and after updating the takeoff performance data for the new runway, rolled onto the runway and departed. At LNAV engagement, it became apparent the programmed departure was still predicated on runway 19, not runway 25R, so the departure route was now incorrect. I disengaged LNAV and immediately notified tower, then the approach controller that we had an LNAV problem and needed vectors to the departure. The controller complied and the rest of the flight was uneventful. The controller noted there was no conflict with any other aircraft. The primary cause was the crew's failure to update the new runway assignment in the LNAV route. Contributing causes were: lack of crew familiarity training with the RNAV approach/departure system -- specifically, the proper way to correct a misprogrammed route by changing the departure runway after takeoff to regain target fixes (if this is even possible), and a clear 'routine' of updating the departure runway when it is changed. The short taxi distance/time from the gate to the new runway. Crew fatigue after the previous night's very late arrival/short layover. Multiple legs (6 leg day), and an abnormally high number of flight management and maintenance issues that had arisen throughout the day (security screening problem, inoperative autoplt, improper delay code, aircraft history of egt overtemping tendency on climb out, other minor events that were distracting and tiring, and the time of day as it affected circadian rhythms (the incident occurred at XA30 on our body clocks)). Additionally, TRACON commented they are documenting numerous incidents of this type in las, having had about 20 that particular day. Supplemental information from acn 557406: during the idale 1 RNAV departure from las, our flight deviated from the standard route because I programmed the FMC with the incorrect runway. Las was departing on both runways 19 and 35. We were expecting runway 19 and programmed the box for that runway. At taxi, las ground control told us to hold short of taxiway C rather than sending us to a particular runway. Ground subsequently cleared us to runway 25R. I re-entered the takeoff data for runway 25R and ensured the v-spds and stopping margin were correct. Neither the captain nor I caught the improper departure runway error. Upon engaging LNAV on takeoff, we discovered our error and realized we could not insert the correct runway with its corresponding navigation points on the departure. We immediately notified las tower and asked for a vector to a point on the departure. Tower sent us to departure control and we again made the request. Las departure cleared us to boach and informed us that we had started our turn to the south too soon. The captain called the controller at las once we landed in bur.

Related reports:

Google
 

Original NASA ASRS Text

Title: B737-500 CREW WERE CHANGED TO RWY 25R ON TAXI OUT, BUT REMAINED SET UP FOR A RWY 19 DEP.

Narrative: DEPARTING LAS, WE HAD BEEN CLRED FOR THE IDALE RNAV DEP AND EXPECT RWY 19. WE PROGRAMMED THE LNAV FOR THE DEP AND PUSHED OFF THE GATE. ON TAXI OUT, OUR DEP RWY CHANGED TO RWY 25R, WHICH WAS A SHORT TAXI. APCHING THE RWY, WE WERE CLRED FOR TKOF, AND AFTER UPDATING THE TKOF PERFORMANCE DATA FOR THE NEW RWY, ROLLED ONTO THE RWY AND DEPARTED. AT LNAV ENGAGEMENT, IT BECAME APPARENT THE PROGRAMMED DEP WAS STILL PREDICATED ON RWY 19, NOT RWY 25R, SO THE DEP RTE WAS NOW INCORRECT. I DISENGAGED LNAV AND IMMEDIATELY NOTIFIED TWR, THEN THE APCH CTLR THAT WE HAD AN LNAV PROB AND NEEDED VECTORS TO THE DEP. THE CTLR COMPLIED AND THE REST OF THE FLT WAS UNEVENTFUL. THE CTLR NOTED THERE WAS NO CONFLICT WITH ANY OTHER ACFT. THE PRIMARY CAUSE WAS THE CREW'S FAILURE TO UPDATE THE NEW RWY ASSIGNMENT IN THE LNAV RTE. CONTRIBUTING CAUSES WERE: LACK OF CREW FAMILIARITY TRAINING WITH THE RNAV APCH/DEP SYS -- SPECIFICALLY, THE PROPER WAY TO CORRECT A MISPROGRAMMED RTE BY CHANGING THE DEP RWY AFTER TKOF TO REGAIN TARGET FIXES (IF THIS IS EVEN POSSIBLE), AND A CLR 'ROUTINE' OF UPDATING THE DEP RWY WHEN IT IS CHANGED. THE SHORT TAXI DISTANCE/TIME FROM THE GATE TO THE NEW RWY. CREW FATIGUE AFTER THE PREVIOUS NIGHT'S VERY LATE ARR/SHORT LAYOVER. MULTIPLE LEGS (6 LEG DAY), AND AN ABNORMALLY HIGH NUMBER OF FLT MGMNT AND MAINT ISSUES THAT HAD ARISEN THROUGHOUT THE DAY (SECURITY SCREENING PROB, INOP AUTOPLT, IMPROPER DELAY CODE, ACFT HISTORY OF EGT OVERTEMPING TENDENCY ON CLBOUT, OTHER MINOR EVENTS THAT WERE DISTRACTING AND TIRING, AND THE TIME OF DAY AS IT AFFECTED CIRCADIAN RHYTHMS (THE INCIDENT OCCURRED AT XA30 ON OUR BODY CLOCKS)). ADDITIONALLY, TRACON COMMENTED THEY ARE DOCUMENTING NUMEROUS INCIDENTS OF THIS TYPE IN LAS, HAVING HAD ABOUT 20 THAT PARTICULAR DAY. SUPPLEMENTAL INFO FROM ACN 557406: DURING THE IDALE 1 RNAV DEP FROM LAS, OUR FLT DEVIATED FROM THE STANDARD RTE BECAUSE I PROGRAMMED THE FMC WITH THE INCORRECT RWY. LAS WAS DEPARTING ON BOTH RWYS 19 AND 35. WE WERE EXPECTING RWY 19 AND PROGRAMMED THE BOX FOR THAT RWY. AT TAXI, LAS GND CTL TOLD US TO HOLD SHORT OF TXWY C RATHER THAN SENDING US TO A PARTICULAR RWY. GND SUBSEQUENTLY CLRED US TO RWY 25R. I RE-ENTERED THE TKOF DATA FOR RWY 25R AND ENSURED THE V-SPDS AND STOPPING MARGIN WERE CORRECT. NEITHER THE CAPT NOR I CAUGHT THE IMPROPER DEP RWY ERROR. UPON ENGAGING LNAV ON TKOF, WE DISCOVERED OUR ERROR AND REALIZED WE COULD NOT INSERT THE CORRECT RWY WITH ITS CORRESPONDING NAV POINTS ON THE DEP. WE IMMEDIATELY NOTIFIED LAS TWR AND ASKED FOR A VECTOR TO A POINT ON THE DEP. TWR SENT US TO DEP CTL AND WE AGAIN MADE THE REQUEST. LAS DEP CLRED US TO BOACH AND INFORMED US THAT WE HAD STARTED OUR TURN TO THE S TOO SOON. THE CAPT CALLED THE CTLR AT LAS ONCE WE LANDED IN BUR.

Data retrieved from NASA's ASRS site as of July 2007 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.