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what had happened. ATC vectored us back onto the departure
and gave us a climb clearance. ATC also pointed out
traffic, but we never saw it. We are not sure if our error
caused, or would have caused, a conflict. The First Officer
programmed the FMC. I checked the Route Page to see if it
matched our clearance, and it did. It showed the correct
departure and transition. I did not check the Legs Pages to
see if all the fixes were there. I will next time! I do not
know how the two fixes got dropped, but they did, and as a
result we got off course... We made an error programming
the FMC, then became complacent. We assumed that once
we selected LNAV that the aircraft would fly the correct
route. Unfortunately the old saying applies, “Garbage in -
garbage out.” The airplane did exactly what we told it to
do. After further reflection on this incident, it is my belief
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ASRS Recently Issued Alerts On…
Frequently Missed Crossings
When a runway entered in the FMC is changed, the
computer may drop out previous altitude restrictions.
Changing any portion of a route in the FMC requires that
the Legs Page(s) be checked to ensure that each waypoint
and crossing restriction is correct. Two A320 crews and a
B757 crew related their experiences to ASRS.
that while programming the FMC, a discontinuity appeared
somewhere in the departure. When it was closed,
some waypoints were dropped. This is how we got off
course... I should have done a more complete check of the
First Officer’s programming.

The First Officer had set the bottom altitude of the
Alpha Arrival and Runway 25L as the landing runway.
The descent profile is built into the Arrival. There was a
change in runways to 24R. When the new runway was
selected, the descent profile altitude dropped out. We did
not catch this. The aircraft was on descent and had
reached 12,700 feet MSL when Approach Control called to
ask our altitude. This was approximately two miles short
of BRAVO Intersection. The BRAVO restriction is at or
above 14,000 feet MSL. We stopped at 12,000 feet MSL to
meet the next restriction.

...The crossing restriction for the arrival was inserted
into the FMC. The First Officer was flying. I left the ATC
frequency to get the ATIS while we were still at cruise
altitude... I informed the First Officer of the runway in
use. He inserted the new runway in the FMC. Soon thereafter
he received the anticipated crossing restriction and
started to descend not realizing that the crossing restriction
had dropped out of the FMC. The FMC vertical
descent path would now be about 2000 feet high. When I
came back from getting the ATIS, gate assignment, etc., I
saw that we were high, brought it to the First Officer’s
attention, and told him to descend as quickly as possible. I
believe we were about 600 feet high crossing the fix...

On the Alpha Arrival into XXX, we crossed INTXN-1 at
17,000 feet and then got a runway change and a frequency
change. We put the new runway in the FMC and it
dumped all the arrival waypoints causing us to miss the
crossing restriction of 16,000 feet at INTXN-2. [We were]
preoccupied with the FMC, the runway assignment and
frequency changes, and the FMC dump simultaneously. We
did not have good CRM, and we needed to have VOR back
up...
Failure to Maintain Course
This MD90 crew learned that a runway change on
departure can also cause the FMC to drop previously
programmed routing.

Our flight was assigned the Alpha 5 Instrument Departure,
Bravo Transition. The route was loaded into the FMC
and checked...Ground Control changed the assigned
runway and the new runway was put into the FMC.
Approximately 10 NM south of ABC, Center asked where
we were going. The FMC showed us proceeding directly to
BRAVO instead of the SID routing. We turned left and
intercepted the SID. [I am] not certain when the departure
routing got dropped out of the FMC, but I suspect it was
when the assigned runway was changed.
Flight Management Confusion
In this report to ASRS, a B737-300 Captain demonstrated
how good airmanship, which includes situational
awareness, should be used in conjunction with
automation.
A few quotes from the speech-enabled HAL 9000 onboard
computer, featured in the Stanley Kubrick film 2001: A
Space Odyssey, have been added as a reminder that
human monitoring of automated flight systems is still
　
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