A CL600 pilot reports a runway change after the approach brief and radio set. The FMS was not reset ...

Narrative:

We were on the abc arrival into ZZZ. We had anticipated and briefed the ILS to runway X since we were arriving from the north side of the airport. When we were switched to approach control; we were given a descent clearance to 9000 ft and a vector to 220 degrees. Runway Y was assigned at the time. As PF; I briefed the differences and the new frequency for the runway Y ILS. During this briefing we were distracted by multiple vectors; altitude changes and traffic callouts. I did not reprogram the FMS for the new approach. After we switched to the final approach controller; we were given a vector of 110 degrees to join the localizer. At this point we were approximately lined up with the runway X final approach. My course was not correct on the HSI since I had not changed the runway in the FMS but had the correct frequency in the ILS receiver. Since we were crossing the FMS course to runway X I took manual control of the aircraft and turned toward that course to intercept. I realized that my ILS was not matching the FMS. The first officer realized what had occurred and rapidly reprogrammed the FMS. I turned the aircraft back toward the runway Y ILS course. We were given a descent from 7000 ft to 6000 ft by the approach controller and switched to tower. When we checked on with tower the final monitor said that we were on the runway X final. We were correcting at the time toward the runway Y final. Tower asked if we needed a vector for descent; since we had not descended immediately when the approach controller had given us the descent to 6000 ft and we were high on final. We elected to continue the approach and stabilized on the runway Y final well outside the marker. The contributing factors to this event were the non-standard runway assignment (runway Y when arriving from the north); multiple radio calls during a very busy phase of flight; and fatigue (this was the last flight of a four day trip and was preceded by a 2.5 hour break). The error was discovered when cleared for the approach and the FMS and ILS courses did not match. I made the situation worse by turning toward the wrong course initially. The human performance considerations were primarily complacency due to familiarity; fatigue; and a little 'get-home-itis'. We do these apches into ZZZ every day. One or two distractions in the middle of a briefing get us off track; which we don't notice because of the familiarity. We have done this approach many times before and we feel like we have briefed and programmed it properly. Maybe anticipating the approach assignment is not the correct method in this case. We probably should wait for the assignment before briefing any part of the approach. During this approach; before the error was discovered; I even made the comment to the first officer that this kind of situation was where errors occurred. I just didn't recognize that I was in the middle of one at the time. There were no traffic conflicts due to this error. We were at 7000 ft and traffic to the parallel runways was at lower altitudes. We were in the process of correcting the error when our off course situation was pointed out by the tower.

Original NASA ASRS Text

Title: A CL600 PLT RPTS A RWY CHANGE AFTER THE APCH BRIEF AND RADIO SET. THE FMS WAS NOT RESET SO THE ACFT DID NOT IMMEDIATELY LINE UP WITH CORRECT RWY.

Narrative: WE WERE ON THE ABC ARR INTO ZZZ. WE HAD ANTICIPATED AND BRIEFED THE ILS TO RWY X SINCE WE WERE ARRIVING FROM THE N SIDE OF THE ARPT. WHEN WE WERE SWITCHED TO APCH CTL; WE WERE GIVEN A DSCNT CLRNC TO 9000 FT AND A VECTOR TO 220 DEGS. RWY Y WAS ASSIGNED AT THE TIME. AS PF; I BRIEFED THE DIFFERENCES AND THE NEW FREQUENCY FOR THE RWY Y ILS. DURING THIS BRIEFING WE WERE DISTRACTED BY MULTIPLE VECTORS; ALTITUDE CHANGES AND TFC CALLOUTS. I DID NOT REPROGRAM THE FMS FOR THE NEW APCH. AFTER WE SWITCHED TO THE FINAL APCH CTLR; WE WERE GIVEN A VECTOR OF 110 DEGS TO JOIN THE LOC. AT THIS POINT WE WERE APPROX LINED UP WITH THE RWY X FINAL APCH. MY COURSE WAS NOT CORRECT ON THE HSI SINCE I HAD NOT CHANGED THE RWY IN THE FMS BUT HAD THE CORRECT FREQUENCY IN THE ILS RECEIVER. SINCE WE WERE CROSSING THE FMS COURSE TO RWY X I TOOK MANUAL CONTROL OF THE ACFT AND TURNED TOWARD THAT COURSE TO INTERCEPT. I REALIZED THAT MY ILS WAS NOT MATCHING THE FMS. THE FO REALIZED WHAT HAD OCCURRED AND RAPIDLY REPROGRAMMED THE FMS. I TURNED THE ACFT BACK TOWARD THE RWY Y ILS COURSE. WE WERE GIVEN A DSCNT FROM 7000 FT TO 6000 FT BY THE APCH CTLR AND SWITCHED TO TOWER. WHEN WE CHECKED ON WITH TOWER THE FINAL MONITOR SAID THAT WE WERE ON THE RWY X FINAL. WE WERE CORRECTING AT THE TIME TOWARD THE RWY Y FINAL. TOWER ASKED IF WE NEEDED A VECTOR FOR DSCNT; SINCE WE HAD NOT DSNDED IMMEDIATELY WHEN THE APCH CTLR HAD GIVEN US THE DSCNT TO 6000 FT AND WE WERE HIGH ON FINAL. WE ELECTED TO CONTINUE THE APCH AND STABILIZED ON THE RWY Y FINAL WELL OUTSIDE THE MARKER. THE CONTRIBUTING FACTORS TO THIS EVENT WERE THE NON-STANDARD RWY ASSIGNMENT (RWY Y WHEN ARRIVING FROM THE N); MULTIPLE RADIO CALLS DURING A VERY BUSY PHASE OF FLT; AND FATIGUE (THIS WAS THE LAST FLT OF A FOUR DAY TRIP AND WAS PRECEDED BY A 2.5 HOUR BREAK). THE ERROR WAS DISCOVERED WHEN CLRED FOR THE APCH AND THE FMS AND ILS COURSES DID NOT MATCH. I MADE THE SITUATION WORSE BY TURNING TOWARD THE WRONG COURSE INITIALLY. THE HUMAN PERFORMANCE CONSIDERATIONS WERE PRIMARILY COMPLACENCY DUE TO FAMILIARITY; FATIGUE; AND A LITTLE 'GET-HOME-ITIS'. WE DO THESE APCHES INTO ZZZ EVERY DAY. ONE OR TWO DISTRACTIONS IN THE MIDDLE OF A BRIEFING GET US OFF TRACK; WHICH WE DON'T NOTICE BECAUSE OF THE FAMILIARITY. WE HAVE DONE THIS APCH MANY TIMES BEFORE AND WE FEEL LIKE WE HAVE BRIEFED AND PROGRAMMED IT PROPERLY. MAYBE ANTICIPATING THE APCH ASSIGNMENT IS NOT THE CORRECT METHOD IN THIS CASE. WE PROBABLY SHOULD WAIT FOR THE ASSIGNMENT BEFORE BRIEFING ANY PART OF THE APCH. DURING THIS APCH; BEFORE THE ERROR WAS DISCOVERED; I EVEN MADE THE COMMENT TO THE FO THAT THIS KIND OF SITUATION WAS WHERE ERRORS OCCURRED. I JUST DIDN'T RECOGNIZE THAT I WAS IN THE MIDDLE OF ONE AT THE TIME. THERE WERE NO TFC CONFLICTS DUE TO THIS ERROR. WE WERE AT 7000 FT AND TFC TO THE PARALLEL RWYS WAS AT LOWER ALTITUDES. WE WERE IN THE PROCESS OF CORRECTING THE ERROR WHEN OUR OFF COURSE SITUATION WAS POINTED OUT BY THE TOWER.

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.

Attributes
ACN	763165
Time
Date	200711
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : zzz.airport
State Reference	US
Altitude	msl single value : 7000
Environment
Flight Conditions	IMC
Light	Night
Aircraft 1
Controlling Facilities	tracon : zzz.tracon
Operator	common carrier : air carrier
Make Model Name	Regional Jet CL65 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Navigation In Use	other
Flight Phase	descent : approach
Route In Use	arrival : on vectors
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 160 flight time total : 13000 flight time type : 2000
ASRS Report	763165
Events
Anomaly	non adherence : published procedure non adherence : clearance other spatial deviation
Independent Detector	other flight crewa
Resolutory Action	controller : issued alert flight crew : returned to intended or assigned course
Supplementary
Problem Areas	ATC Human Performance Airspace Structure Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance

A CL600 pilot reports a runway change after the approach brief and radio set. The FMS was not reset so the aircraft did not immediately line up with correct runway.