Date: 201212
Local time of day: 1801-2400
Location: IAD.Airport, VA
Weather elements / visibility: Fog
Light: Night
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E ZDC
ATC / advisory: Center ZDC
Aircraft component: FMS/FMC
Component problem: Design; Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Communication Breakdown; Confusion; Distraction; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Overshoot; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Chart Or Publication; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: While about 150 miles out; enroute to IAD on the GIBBZ RNAV STAR; I had programmed the Runway 19C ILS in the FMS per ATIS. Later; we were at the bottom of the arrival at 7;000 MSL on course to SUNYJ and expecting to turn north for the transition to the approach for [Runway] 19C. However; four miles before SUNYJ; I noticed that the transition was shown for [Runway] 1C even though the approach was set for [Runway] 19C? I immediately reset the approach in the FMS for the ILS for [Runway] 19C and executed it but failed to notice that there was a discontinuity because of the approach reset. I didn't notice the discontinuity until we were about 2 miles past SUNYJ. I clicked off the autopilot and started an immediate turn to the north and directed my First Officer to re-sequence the FMS. He was confused about which fix to sequence to and distracted my attention momentarily to help him. While doing so I inadvertently descended to 6;300 but immediately corrected back to 7;000. While we were doing so ATC asked if were still on the arrival. We responded [affirmative; and] that our FMS failed to sequence as expected and apologized for the deviation. The Controller responded that it has happened to others and didn't seem to be too alarmed by our deviations. Once corrected; we proceeded without further incident.I'm not sure why the FMS didn't execute the proper approach when I entered it the first time? The approach data base showed the ILS for [Runway] 19C was selected and highlighted...and it was executed; but the MFD indicated [Runway] 1C? In retrospect; I should have directed my First Officer to engage the autopilot once the turn was initiated so that I could assist him. I allowed myself to get task loaded by getting distracted by the FMS and ATC with the autopilot disengaged. But I wasn't expecting my First Officer to need my assistance to re-sequence to the proper fix. There was a lot going on in a short period of time. The autopilot should have been engaged again. My priority should have been to fly the airplane first; then worry about the FMS and ATC. Aviate; Navigate; Communicate. We should have double checked that the ILS approach was loaded into FMS OK and rescanned for any unexpected discontinuities.




Synopsis: After programming the ILS to Runway 19C at IAD some 150 NM out the flight crew of a CRJ-700 was surprised as they approached SUNYJ where the transitions to north or south operations emanate to find the wrong transitions and approach selected. In their haste to correct the programming the pilot flying disconnected the autopilot and the aircraft descended 700 FT below their cleared altitude.