Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Flight Crew Last 90 Days 180; Flight Crew Total 15000; Flight Crew Type 7000
Workload; Human-Machine Interface; Time Pressure; Confusion
ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Aircraft; Chart Or Publication; Human Factors; Procedure
While enroute to MSP we were given revised routing from MSP Center: present position direct BITLR; WILDD3 RNAV STAR; PRESS transition. Approach briefing by the First Officer (pilot flying) was for [Runway] 30R. On check in with MSP Approach; initial runway assigned was [Runway] 30L. I requested [Runway] 30R. Not expecting to be given [Runway] 30R; I began [reprogramming] the FMS to [Runway] 30L. Two minutes later; approximately 10 NM from BITLR [while] at 300 KIAS and 10;000 MSL; Approach advises to expect [Runway] 30R. I go back to FMS to reprogram [landing] [Runway] 30R. As we approach BITLR; I notice the aircraft is not turning towards PRESS (which is next waypoint in FMS after BITLR). The pilot flying recognizes we are not following the programmed route and reaches for heading bug to manually turn to the desired route. I realize this will take far too long for the aircraft to respond to the autopilot and take control of the aircraft. I disconnect the autopilot and enter a 35 degree left turn to get back on course towards PRESS. Simultaneously; we were given a descent to 7;000 (we are still at 300 KTS/10;000 FT). Due to over tasking; I mistakenly start descent to 7;000 before slowing. I catch the error at 9;500 and immediately pull level to slow. We overshoot course to press by 2.5 miles due to the high speed. At this point; I am sure MSP approach control sees what is going on and gives us a vector of 250 to intercept the localizer for 30R. Once established on heading and slowed I call for auto pilot on and transfer controls back to the first officer. Approach and landing are uneventful.This is the second time I have witnessed this problem with the Collins FMS. As the ac is approaching a fix at a high speed and the active runway is changed (NOT the current routing) the FMS will not follow the route as entered in the FMS. This occurs even though the routing in the FMS has not changed (just the runway has changed or is being changed when the aircraft approaches a waypoint it continues on the heading it was flying prior to hitting the waypoint. The annunciator still shows FMS when this occurs even though it is not following the route; it is as if the FMS is in heading mode.The first time this happened to me was under almost identical circumstances while on approach to CVG; I thought it was just a burp in the system. I think there is actually an issue with the software or possibly the FMS processor cannot keep up when entering changes in the FMS while approaching a waypoint. I have only seen this occur while in terminal mode.
An air carrier aircraft inbound to land northwest at MSP via the WILLD STAR flew past BITLR instead of turning toward PRESS as required to land on Runways 30L or R. FMS reprogramming of two late runway changes likely contributed to the event.