Narrative:

(Captain flying.) on skebr arrival, descending to cross clarr at 13000 ft. ATIS reporting runway 1R (vectors after skebr) -- the FMC was previously programmed for this. Right over the skebr waypoint, las approach changed runways to runway 25L. (This required re-programming the FMC.) instead of just typing in 'kepec' and going direct, I elected to reinstate the entire arrival. Because of this, I then had to re-initiate the 'black line' between 'skebr' and 'kepec' and perform an intercept. Subsequently, we overflew the black line by approximately 7 mi. Approach then vectored us to re-join the arrival. Contributing factors: runway change at a critical point during RNAV arrival. Human performance considerations: expecting vectors for straight-in to runway 1R/left, and having the FMC ready for this, instead of leaving the entire arrival in and then cancelling it later. (This, however, can lead to poor situational awareness sits, ie, getting too high, etc) prevention: any change to the arrival on an RNAV arrival should be dealt with expeditiously and insure the aircraft responds to the newly entered data. Supplemental information from acn 584097: we were descending into las on the skebr RNAV arrival, and had just crossed clarr at 13000 ft. The ATIS was reporting runway 1L/right as the active. The captain had the FMC set up to go to runway 1. Upon contacting approach control, we were told to expect runway 25L. The captain was reprogramming the FMC as we passed over skebr. The aircraft failed to turn at skebr. Approach called us and gave us a vector back onto the arrival. The rest of the approach and landing was uneventful. In hindsight, we should have left the arrival fully programmed until vectored off.

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Original NASA ASRS Text

Title: A LAST MIN CHANGE OF RWY 1 LEADS TO A TRACK DEV AFTER INTXN S DURING AN ARR TO LAS, NV, USING THE SKEBR RNAV 2 ARR.

Narrative: (CAPT FLYING.) ON SKEBR ARR, DSNDING TO CROSS CLARR AT 13000 FT. ATIS RPTING RWY 1R (VECTORS AFTER SKEBR) -- THE FMC WAS PREVIOUSLY PROGRAMMED FOR THIS. RIGHT OVER THE SKEBR WAYPOINT, LAS APCH CHANGED RWYS TO RWY 25L. (THIS REQUIRED RE-PROGRAMMING THE FMC.) INSTEAD OF JUST TYPING IN 'KEPEC' AND GOING DIRECT, I ELECTED TO REINSTATE THE ENTIRE ARR. BECAUSE OF THIS, I THEN HAD TO RE-INITIATE THE 'BLACK LINE' BTWN 'SKEBR' AND 'KEPEC' AND PERFORM AN INTERCEPT. SUBSEQUENTLY, WE OVERFLEW THE BLACK LINE BY APPROX 7 MI. APCH THEN VECTORED US TO RE-JOIN THE ARR. CONTRIBUTING FACTORS: RWY CHANGE AT A CRITICAL POINT DURING RNAV ARR. HUMAN PERFORMANCE CONSIDERATIONS: EXPECTING VECTORS FOR STRAIGHT-IN TO RWY 1R/L, AND HAVING THE FMC READY FOR THIS, INSTEAD OF LEAVING THE ENTIRE ARR IN AND THEN CANCELLING IT LATER. (THIS, HOWEVER, CAN LEAD TO POOR SITUATIONAL AWARENESS SITS, IE, GETTING TOO HIGH, ETC) PREVENTION: ANY CHANGE TO THE ARR ON AN RNAV ARR SHOULD BE DEALT WITH EXPEDITIOUSLY AND INSURE THE ACFT RESPONDS TO THE NEWLY ENTERED DATA. SUPPLEMENTAL INFO FROM ACN 584097: WE WERE DSNDING INTO LAS ON THE SKEBR RNAV ARR, AND HAD JUST CROSSED CLARR AT 13000 FT. THE ATIS WAS RPTING RWY 1L/R AS THE ACTIVE. THE CAPT HAD THE FMC SET UP TO GO TO RWY 1. UPON CONTACTING APCH CTL, WE WERE TOLD TO EXPECT RWY 25L. THE CAPT WAS REPROGRAMMING THE FMC AS WE PASSED OVER SKEBR. THE ACFT FAILED TO TURN AT SKEBR. APCH CALLED US AND GAVE US A VECTOR BACK ONTO THE ARR. THE REST OF THE APCH AND LNDG WAS UNEVENTFUL. IN HINDSIGHT, WE SHOULD HAVE LEFT THE ARR FULLY PROGRAMMED UNTIL VECTORED OFF.

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.