Narrative:

Iad was in a north flow for arrivals and we were arriving from the south. As typical we had the ILS 1C to iad briefed and set up fully into the FMS. I believe we were about 20-25 miles from iad when approach gave us a different runway; 1R. This is not entirely abnormal; but requires a complete change in programming. The controller gave us a heading from the arrival to join the 1R localizer; which we executed. As we joined the localizer I usually have 'blue needles' up as a double check. In this case; something happened where everything was correct in the change except the FMS runway approach. The workload was high enough at the time for me to do all my work and the captain changed the FMS runway. Also; an unexpected call from the flight attendants distracted us. For whatever reason; it did not get changed. We; as well as approach; recognized this shortly after the error and we re-intercepted the correct course for 1R. We called the airport insight and continued the corrected approach with no further issues and no conflicts. Even though we have an approach set up in FMS mode to intercept the localizer in green needles at this particular distance; over 20 miles is beyond the localizer typical usage range; and at 250K the aircraft navigation/autopilot tend to overshoot the course in the first place. A combination of all these are factors. I do not remember if the captain; pilot flying; was in green or white needles at this particular error; but if he was in green needles; distance; speed; wind; and automation were also at fault. We had a short enough overnight with several long flights this day. Double checking my work; as I always do; is not always good enough. I need to be absolutely certain of all work completed whether I am the PF or PNF. Also; pilots need to 'baby-sit' the automation in a greater way; as it tends to not always fly what we expect. We need better nourishment before and during our work day including crew meals and longer overnights to wind down after work and get a full better nights rest.

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Original NASA ASRS Text

Title: A late runway change inbound to IAD resulted in a minor track deviation when a Regional Jet Flight Crew failed to verify proper programming and display of the new approach.

Narrative: IAD was in a north flow for arrivals and we were arriving from the south. As typical we had the ILS 1C to IAD briefed and set up fully into the FMS. I believe we were about 20-25 miles from IAD when approach gave us a different Runway; 1R. This is not entirely abnormal; but requires a complete change in programming. The controller gave us a heading from the arrival to join the 1R localizer; which we executed. As we joined the localizer I usually have 'blue needles' up as a double check. In this case; something happened where everything was correct in the change except the FMS runway approach. The workload was high enough at the time for me to do all my work and the Captain changed the FMS runway. Also; an unexpected call from the Flight Attendants distracted us. For whatever reason; it did not get changed. We; as well as approach; recognized this shortly after the error and we re-intercepted the correct course for 1R. We called the airport insight and continued the corrected approach with no further issues and no conflicts. Even though we have an approach set up in FMS mode to intercept the localizer in green needles at this particular distance; over 20 miles is beyond the localizer typical usage range; and at 250K the aircraft navigation/autopilot tend to overshoot the course in the first place. A combination of all these are factors. I do not remember if the Captain; pilot flying; was in green or white needles at this particular error; but if he was in green needles; distance; speed; wind; and automation were also at fault. We had a short enough overnight with several long flights this day. Double checking my work; as I always do; is not always good enough. I need to be absolutely certain of all work completed whether I am the PF or PNF. Also; pilots need to 'baby-sit' the automation in a greater way; as it tends to not always fly what we expect. We need better nourishment before and during our work day including crew meals and longer overnights to wind down after work and get a full better nights rest.

Data retrieved from NASA's ASRS site as of April 2012 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.