MD-11
Flight Crew Air Transport Pilot (ATP)
Confusion; Human-Machine Interface
Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Aircraft; Procedure; Human Factors; Chart Or Publication
During approach planning to ZSPD; the pilot flying loaded the DUM21F to Runway 34 in the secondary flight plan and the DUM23F to Runway 34 in the primary flight plan. After commencing the approach; we were given 35R and I activated the secondary flight plan as directed by the pilot flying. When performing the Approach checklist; I quickly realized that the Localizer identifier was incorrect and manually tuned the localizer for Runway 35R. The pilot flying transitioned visually; making a slight left turn to intercept the localizer to Runway 35R. Moments later; ATC gave us a 10 degree heading change for localizer intercept; though we had already initiated the turn. An uneventful landing was performed.Having two separate arrivals; the DUM21F and the DUM23F; to Runway 34 is confusing and excessive. The transitions need to be better annotated on the Commercial Chart plate. In addition; earlier assignment for the approach by ATC would allow earlier detection of the incorrect localizer frequency during the Approach checklist. As a crew; we detected the incorrect localizer and runway setup; but an earlier detection would have precluded ATC's query and subsequent intercept vector. The arrivals with multiple transitions to the same runways can be simplified or more clearly displayed. I am not sure if this is a chart manufacture shortcoming or a ZSPD issue.
When asked about the relationship of the multiple arrivals it was discovered that both of the arrivals the Captain had programmed into the primary and secondary routes reporter were associated with Runway 34. When either was activated doing so would autotune the ILS for the same runway; the only difference would be the last waypoint on the line selected STAR. In order to autotune the Runway 35R ILS they would have had to line select specific arrivals associated with that runway. Those arrivals would be any of the following: DUM21G; CUM23G; PIN21G; PIN23G.
The flight crew of an MD-11; inbound to ZSPD; line selected the wrong RNAV STAR associated with their final assigned runway. Doing so autotuned the incorrect ILS frequency and a short lived track deviation resulted.