B737-800
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Flight Crew Last 90 Days 278
Situational Awareness
Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Human Factors
While on the descent into DEN we were cleared to descend via the JAGGR 3 Arrival. The Captain was the Pilot Flying and briefed the arrival followed by the ILS to Runway 16L. At approximately point DANDD on the arrival; Denver Approach cleared us to cross QWIKE at 11;000 FT and to expect the RNAV (RNP) 17R. The Captain went heads down and reprogrammed the box and verbally stated that we would use the QWIKE transition. The approach was briefed appropriately. Shortly thereafter we were cleared the approach. At point STAAM on the approach; the Captain stated that the aircraft wasn't descending to the next altitude. We both looked at the MCP; ND and PFD to verify all appropriate modes. After passing point STAAM it became evident that our aircraft was not following the RF. The Captain quickly took the autopilot off and made a left turn to follow the RF. I went heads down and saw that there was a discontinuity in the FMC where the arrival ended and the approach began. I tried to remedy the problem by closing the discontinuity; but at the same time DEN Approach called informing us we were 1 NM north of the course. They offered the Visual Approach to 17R and we accepted. The remainder of the flight was uneventful. Any changes in the FMC or control modes needs to be confirmed by both pilots prior to execution. This is a negative trend amongst most pilots.
B737-800 First Officer reported track and altitude deviations occurred on the JAGGR3 Arrival into DEN.