B757-200
Flight Crew Air Transport Pilot (ATP)
Confusion; Communication Breakdown; Distraction; Workload; Troubleshooting; Human-Machine Interface
ATC Issue All Types; Aircraft Equipment Problem Critical; Deviation - Altitude Crossing Restriction Not Met; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Flight Crew Returned To Clearance; Flight Crew Overcame Equipment Problem; Flight Crew FLC Overrode Automation
Chart Or Publication; Human Factors; Procedure
We were cleared via the MEM FNCHR RNAV STAR and told to expect Runway 36L.  Approaching JESTI the Controller offered 36R which would give us a shorter taxi and the Captain accepted it. The Captain was just off of Initial Operating Experience (IOE) and didn't realize that in accepting it we would have to reload the STAR and the approach and input any restrictions that were not in the FMS. Initially I had to go to Heading Select as the plane started a turn to a point behind us as the Captain tried to get the FMS reset. In helping him I let the altitude profile get off and ended up crossing LOONR at 12;000 FT and the crossing there is between 9;000 FT and 11;000 FT. We got the rest of the arrival and approach to 36R loaded and landed without any other problems.These arrivals are new and the consequences of accepting a change once established need to be shown during training or during IOE.
When I entered Runway 36R into the FMS; the aircraft started turning left. We displaced ourselves roughly 0.1 NM and the aircraft stopped descending. As a result; we went to heading select to get the aircraft back on track and we were at idle and speed brakes fully deployed to regain vertical profile. Not accepting a runway change would be one way to avoid this problem. Until we accepted the runway change; we were on profile. If runway changes must be accepted because of ATC assignment changes; before executing the runway ILS change in the FMS; the pilot not flying must go to the LEGS page of the FMS and select the point on the nose; in this case; LOONR; and then execute. It's problematic delaying the FMS runway changes until the crosswind turn is made; because then you're head's down; at low/lower altitude; getting ready to intercept a LOC and re-running an approach checklist (that you previously ran at altitude) and before landing checklist while possibly trying to find a runway/airfield on a visual approach.
While inside JESTI navigating via the FNCHR RNAV STAR to MEM; Approach Control offered the flight crew of a B757-200 a more favorable runway for landing. When they programmed and executed the new runway the autoflight system turned off course and stopped their established rate of descent which resulted in a small track deviation and the failure to make the crossing restriction at LOONR.