Widebody Transport
Flight Crew Air Transport Pilot (ATP)
Flight Crew Total 6914.8; Flight Crew Type 4116.3
Communication Breakdown
Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Procedure; Company Policy; Human Factors
I had just awakened from 3rd break; my leg; I sat in my seat and the Captain went to the lavatory but said Runway XY is loaded.While he was gone I began to orient myself with the arrival and approach already loaded into the FMC. When I began to review the waypoints on the Star they did not match the chart...I began investigating whether there was a transition that might not have been selected; I selected but did not execute the star that was in there; under the assumption the Captain had loaded it knowing what to expect. There was a very large discontinuity in the loaded route that if connected would take us across mountains at low altitude; I was confused and astonished; hunting for a missing transition. The loaded STAR was the EVSOV 1A; with a discontinuity between MOXEP and TBE; an unsafe direct course across mountains. The filed STAR was UTBUR1C for Runway Z; which I had loaded at the gate at EWR initially. For Runway XY; the correct STAR for our routing would be the IBDIK1A; which is what caused my initial confusion searching for those waypoints and stepdown altitudes on the legs page; they were not there.The captain returned to his seat and saw that I was manipulating the FMC and the execute light was on. I had not executed anything. He very forcefully scolded me in a shocking attack that I am not allowed to touch the FMC while he is gone or make any changes. His attack was an assault upon me and my duties and competence. I was so shocked I recoiled in the seat and yielded the FMC to him. I told him that I executed nothing; but the STAR is wrong. He continued his verbal assault on me. He leaned over the console and scolded me with his finger like a child and stated I was not allowed to touch the FMC; using his hand to draw an imaginary wall between the FMC (on the First Officer (FO) side) and my leg space; such that it made me shake from such an attack; so I suggested that perhaps he might want the landing. At the time this altercation was occurring we were approaching the TOD; still without a valid STAR loaded. The Captain then ordered me ejected from the seat; furthering my shock; I began shaking and counting to 20 under my breath to avoid an unfortunate response from me.  We are now flying PAST TOD; the Captain ordered the IRO to take my seat. The controller told us to 'Descend via IBDIK1A to FL180'; we were past TOD 3000 ft above the path. The International Relief Officer (IRO) intervened in the conversation and explained that the wrong star was loaded as a guess and that we should calm it down; he showed on his iPad the error to us (it was obvious to me); and I could see the recognition on the Captains face as he reviewed it. While he was thinking about it I apologized to him and suggested we had an airplane to land. When the controller gave the descend via clearance I selected that STAR from the database and loaded it and executed it while announcing my actions per SOP. I asked him to 'set 180' and I initiated the descent; we were 3000 above the path. I briefed it during the descent and said nothing else at all except SOP in the cockpit.After we parked I again said I'm sorry to the captain and extended my hand. The IRO did an excellent job to diffuse the situation and permit a safe and uninterrupted landing.I have categorized this as an assault because of the ferocity of the attack; without warning; caused a shock reflex in me that was pure 'fight or flight'; requiring the maximum effort of my own self-discipline to prevent an overt fist fight or other serious occurrence.  I was performing my duties per SOP and would have discussed the STAR with him had he asked in a normal manner. I regard it as a serious breach of safety; with potentially serious consequences. Had the IRO not intervened I would have been forced to obey the captain's order to get out of the seat; while he was unaware or unconcerned with our phase of flight. Further; upon landing it would have been immediately elevated to company management for appropriate investigation and action.The return leg was conducted safely using solely SOP conversation with no personal interaction between myself and Captain; a 'cold flight.' I consider the incident closed; but lucky that it could have been much uglier.
Crewmember of large turbojet reported a dispute with the Captain in regards to the correct arrival procedure into the destination airport.