Narrative:

In cruise flight; I mistakenly briefed the ILS 12L at msp while my intent had been to brief the ILS 12R (both charts were on my 'clipboard' as both runways were in use). The ILS 12R was properly entered into the FMS; but due to the briefing error we both hard tuned the wrong localizer frequency. At 5000 feet when vectored and cleared for the ILS 12R; I joined the 12R course in LNAV (magenta) and as I switched to approach mode (green) I noted the displacement between the two needles and realized the mistake as the aircraft turned left. I quickly went back to LNAV and requested the pm to enter the correct frequency in both sides. The approach was armed again and continued normally. Our lateral deviation was likely similar to a 'bad vector' where the aircraft captures the localizer but does so after half-scale displacement.as a pilot group we seem to be very good at having the pm verify fixes and altitudes (and speeds) on arrival procedures (stars); but seem to lack the same FMS cross-check when the PF briefs the approach chart itself. Whether briefing a departure procedure at the gate; an arrival procedure; or an approach; one pilot needs to be verifying the same information is in the FMS. Also; by 'hard tuning' the localizer frequencies (as most of us are taught in the sim and IOE); we introduced an element of human error in the system. The airplane is capable of auto-tuning the frequency for the programmed approach; and had we let it auto-tune; this situation may have been avoided.

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Original NASA ASRS Text

Title: EMB-175 Captain reported a track deviation occurred on approach to MSP when the flight crew tuned in the wrong ILS frequency.

Narrative: In cruise flight; I mistakenly briefed the ILS 12L at MSP while my intent had been to brief the ILS 12R (both charts were on my 'clipboard' as both runways were in use). The ILS 12R was properly entered into the FMS; but due to the briefing error we both hard tuned the wrong localizer frequency. At 5000 feet when vectored and cleared for the ILS 12R; I joined the 12R course in LNAV (magenta) and as I switched to approach mode (green) I noted the displacement between the two needles and realized the mistake as the aircraft turned left. I quickly went back to LNAV and requested the PM to enter the correct frequency in both sides. The approach was armed again and continued normally. Our lateral deviation was likely similar to a 'bad vector' where the aircraft captures the localizer but does so after half-scale displacement.As a pilot group we seem to be very good at having the PM verify fixes and altitudes (and speeds) on arrival procedures (STARs); but seem to lack the same FMS cross-check when the PF briefs the approach chart itself. Whether briefing a departure procedure at the gate; an arrival procedure; or an approach; one pilot needs to be verifying the same information is in the FMS. Also; by 'hard tuning' the localizer frequencies (as most of us are taught in the sim and IOE); we introduced an element of human error in the system. The airplane is capable of auto-tuning the frequency for the programmed approach; and had we let it auto-tune; this situation may have been avoided.

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.