Narrative:

During seavu one arrival (tnp transition) we were changed from runway 25R to runway 24R. I was flying; so copilot attempted to change the runway. We had difficulties with the arrival function during preflight (the arrival section when the departure/arrival button was depressed would not come up); so I was anticipating difficulties with the runway change. Copilot entered the change and asked me to verify waypoints. I was flying and trying to stay ahead of turn requirements; took a quick scan of the STAR (a very busy STAR) and I missed the waypoints he had entered (which; in retrospect; were correct) and stated I thought they were incorrect. He proceeded to reenter. I was behind the arrival and thought we were still before the turn at minza and changed from the ILS back to pom 278. Both copilot and approach queried my course and altitude. Approach turned us back to 180 degrees for intercept of runway 24R; leveled us at 7000 ft and then cleared us for the approach upon intercepting. Landing was uneventful. I called TRACON. Supervisor reported no conflict/no problems with other aircraft. Lots of real potential for serious consequences during my loss of situational awareness. I am reevaluating priorities; NAVAID backup; advanced thorough study of applicable stars and potential changes; altitudes delineated by ball numbers and briefing my partners to abandon distracting programming of FMS if it just isn't wise for the situation.

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Original NASA ASRS Text

Title: MD83 CREW DEVIATED FROM THE LAX SEAVU ONE STAR AFTER A RWY CHANGE AND DIFFICULTY WITH THE FMC ACCEPTING THE NEW RWY INPUT.

Narrative: DURING SEAVU ONE ARR (TNP TRANSITION) WE WERE CHANGED FROM RWY 25R TO RWY 24R. I WAS FLYING; SO COPLT ATTEMPTED TO CHANGE THE RWY. WE HAD DIFFICULTIES WITH THE ARR FUNCTION DURING PREFLT (THE ARR SECTION WHEN THE DEP/ARR BUTTON WAS DEPRESSED WOULD NOT COME UP); SO I WAS ANTICIPATING DIFFICULTIES WITH THE RWY CHANGE. COPLT ENTERED THE CHANGE AND ASKED ME TO VERIFY WAYPOINTS. I WAS FLYING AND TRYING TO STAY AHEAD OF TURN REQUIREMENTS; TOOK A QUICK SCAN OF THE STAR (A VERY BUSY STAR) AND I MISSED THE WAYPOINTS HE HAD ENTERED (WHICH; IN RETROSPECT; WERE CORRECT) AND STATED I THOUGHT THEY WERE INCORRECT. HE PROCEEDED TO REENTER. I WAS BEHIND THE ARR AND THOUGHT WE WERE STILL BEFORE THE TURN AT MINZA AND CHANGED FROM THE ILS BACK TO POM 278. BOTH COPLT AND APCH QUERIED MY COURSE AND ALT. APCH TURNED US BACK TO 180 DEGS FOR INTERCEPT OF RWY 24R; LEVELED US AT 7000 FT AND THEN CLRED US FOR THE APCH UPON INTERCEPTING. LNDG WAS UNEVENTFUL. I CALLED TRACON. SUPVR RPTED NO CONFLICT/NO PROBS WITH OTHER ACFT. LOTS OF REAL POTENTIAL FOR SERIOUS CONSEQUENCES DURING MY LOSS OF SITUATIONAL AWARENESS. I AM REEVALUATING PRIORITIES; NAVAID BACKUP; ADVANCED THOROUGH STUDY OF APPLICABLE STARS AND POTENTIAL CHANGES; ALTS DELINEATED BY BALL NUMBERS AND BRIEFING MY PARTNERS TO ABANDON DISTRACTING PROGRAMMING OF FMS IF IT JUST ISN'T WISE FOR THE SITUATION.

Data retrieved from NASA's ASRS site as of January 2009 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.