Flight Crew Air Transport Pilot (ATP)
Workload; Human-Machine Interface; Fatigue; Distraction; Communication Breakdown; Confusion
Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Procedure; Human Factors; Aircraft
We were cleared to descend via the NITZR 2 RNAV Arrival runway 12R transition going into MSP. I was pilot flying and I loaded runway 12L prior to leaving the ground. After we were given the runway assignment of 12R; I reloaded the 12R approach. When the approach is loaded it changes the waypoints. I failed to look down at the FMS and bring up the proper waypoint to clean things up in the FMS. Over GDNEE the aircraft did not execute a turn and I was trying to figure what was the problem. I then reached up and hit heading mode and spun the heading bug to intercept the course. ATC asked after things did not look correct if we [were] on course and they showed us about 2 mile of course. I then looked at the FMS and found the error and clean things up in the FMS. I went direct to the fix and was able to get the ACFT back on the proper course. Side note...NITZR 2 is not on the choice of STARs in the geographic location. I was unable to choose it for this report.We were on time leaving and on taxi out we were given flow to MSP of about 25-30 mins. I wanted to keep the passengers on time so I was concerned about on time arrival. We were given at one point a 60 degree off course heading for about 8 mins for spacing. Other aircraft after us were given holding. I was looking at fuel planning and time of arrival. When we were given 12R I failed to clean up the FMS and make sure that things were correct by checking that we did not have any errors. This was the last leg of a long 4 day that had 16 legs and about 22.2 hours of block. To add to my work load I had a new First Officer and Flight Attendant. Both did a good job. I was having to keep the operation tempo at a lower level and take on more work to keep them from becoming over saturated. Day 3 was full of delays and we arrived late in the overnight. I was still tired on the morning of day after the events of day 3. I should have waited to load the approach into the FMS until we were given the descend via with runway transition. I should have slowed the operations tempo down even more on the last leg of a long trip so not to miss anything as I knew that I was starting to feel some fatigue.
We were on-time with the block out; however; ATC gave us a flow delay of approximately 28 minutes after our scheduled departure time. En route to MSP; we were vectored nearly 60 degrees off course for nearly 10 minutes due to flow into MSP. In addition; we had several airspeed reductions assigned by ATC. The radios were very congested and it was extremely busy getting into Minneapolis. This was day 4 of a four day trip. The night prior ended up being a relatively short layover due to the fact that we were running behind all day playing catch-up because we had a late start first thing that day. In addition to all of this; I am a new FO and although I am learning diligently; I am certainly not the fastest at my job. I'm sure this elevated my captains stress level to a certain degree. I'm sure all of these factors contributed to the occurrence.Flying is a very dynamic environment. Delays will occur; rerouting will occur; and changes to the best laid plans will occur. All of these threats will occur every day a hundreds of times over. It is up to us as professionals to recognize and mitigate/eliminate such threats. For me; I need to not let distractions monopolize my attention. When critical actions are required; such as FMS programming; I need to give it my full attention and ensure everything in it is correct for the maneuver/route to be flown. I think minimizing distractions; delegate if necessary; and double checking accuracy of automation and my actions are going to be the primary means of avoiding recurrence of this event.
A fatigued Captain loaded the MSP NITZR 2 RNAV arrival Runway 12L prior to departure. MSP TRACON assigned Runway 12R; but a track deviation resulted after the Captain selected the new runway but did not clean up the FMS route.