B737 Undifferentiated or Other Model
Flight Crew Last 90 Days 81; Flight Crew Type 949
Human-Machine Interface; Situational Awareness
Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Human Factors; Procedure; Aircraft
We were cleared on and descending via the KOLTS1 RNAV arrival into IND. Just prior to EKEKE intersection we were assigned a different runway (I believe we had 23L loaded and we were assigned 23R). I made the runway change in the FMC and the First Officer (FO) verified it prior to executing the change. We had not noticed a discontinuity that had been inserted in the process. When the change was executed; V-NAV disengaged. We both recognized the mode reversion. I went 'heads down' to find the error and the FO manually flew via the MCP. Due to our close proximity to EKEKE during the change in clearance and subsequent FMC change; although the FO recognized the 10000 FT restriction just prior to EKEKE he was unable to arrest the descent rate before descending below 10000 just prior to EKEKE. I believe we stopped around 9400-9500 FT. Immediately past EKEKE we were back on the FMC path; the FMC error had been corrected; and we continued to descend via the arrival.
B737 Captain reports receiving a runway change from 23L to 23R approaching EKEKE on the KOLTS1 RNAV Arrival to IND. When the runway change is executed in the FMC; EKEKE disappears along with its crossing restriction and an altitude deviation occurs.