Date: 201407
Local time of day: 0601-1200
Location: DEN.Airport, CO
Flight conditions: IMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Confusion
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were on the LDORA arrival into Denver when we loaded the 34L ILS approach into the FMS so it would sequence after LDORA. This is the runway we had been assigned previously from this direction of flight. When we checked in with Approach; we were given ILS 35L for a runway. Since it was IMC and had been down to 1/4 mile visibility at times we briefed the 35L ILS CAT II approach and set up our instruments appropriately. Approach then cleared us for the ILS 35L from the LDORA arrival. We brought up the localizer frequency but we were still white needles since we hadn't yet turned inbound from the approach. As we made the turn Approach Control quarried us about our runway alignment; this was approximately 25 miles from the airport. He then gave us a heading to fly and told us to intercept the 35L localizer. I set the heading and switched to green needles and selected NAV mode to intercept. It was then that we looked at the FMS and realized we did not change our runway from 34L to 35L. The correct runway was entered but we stayed on green needles and completed the approach and landing uneventfully.It was very busy checking in with Approach along with the added CAT II checklist. We got distracted and busy and did not come back to the FMS. We should have double checked the FMS; especially since we were still on white needles and relying on it for navigation. By not having selected a runway prior to receiving a clearance we could have avoided this issue. However; with the IMC conditions and short amount of time from runway assignment to landing it does get busy. But we need to be more vigilant.


Second narrative: Weather for our arrival airport was forecast to drop to 1/4; and the visibility and ceiling was going up and down as we descended; so we set up for a CAT II approach for Runway 34L; which we had received on arrival from the direction we were coming in from the day before. Closer in to the airport; we were assigned a different runway and we changed our radios for the new ILS frequency and briefed the changes and ran the CAT II checklist. When the FMS turned us inbound; the Controller asked us to verify that we were flying the transition for Runway 35L; when in fact it turned out the FMS was still set up for Runway 34L. I was comparing the FMS to the transition fixes on the approach chart; when ATC said; never mind; cancel approach clearance and fly heading to intercept final for ILS 35L.Typically ATC at this facility puts us on vectors off the STAR and assigns a series of step-down altitudes and speeds before clearance for the approach. We were both somewhat surprised when the Controller left us on the transition of the STAR and cleared us for approach to the new runway assignment - I was running the CAT II checklist while the First Officer concentrated on speed and step-downs for the approach when the FMS turned us inbound. Expectations for one runway (mindset); a busy STAR; and a change of runway assignment close to the airport requiring reconfiguration for approach all added their element of distraction - no excuse! But we missed resetting the FMS for the change in runway as a result.It seems somewhat of a Catch 22 that; in the most critical phase of flight; i.e. descent below 18K; approach and landing; the increasing complexity and demands of STAR's to the airports we go into requires increased focus on the details of setting and planning step-downs; altitude crossings; and series of speed restrictions; putting both pilot's heads down checking charts; FMS; and instruments; when some of the attention of at least one of the pilot's really should be maintaining vigilance for TCAS threats and traffic; as well as monitoring what the aircraft is doing; I've heard it said by many pilots that due to the increased business and demands of STARs; it's now becoming more and more common for neither pilot to actually look outside the aircraft on the descent within the approach environment; even though 'SEE AND AVOID' rules still prevail; the steady changes of the STARs and transitions results in redirection of both pilot's attention to the intricacies of the chart rather than keeping one's head outside the cockpit. Add to this last minute changes in runway assignment; traffic advisories; speed assignments to a 5 mile final; and the occasional discordant misread of call signs and mistakes in instructions by ATC; it all adds up to the optimal chance for reoccurring 'perfect storms' of circumstances that lead to problems. This isn't as much a suggestion of a cure; as it is an observation of what this pilot perceives to be the root of a prevalent problem that should possibly be considered and addressed.


Synopsis: CRJ-200 flight crew reports being assigned Runway 35L at DEN after expecting Runway 34L off the LDORA arrival. The runway is not changed in the FMC resulting in a track deviation during the turn after LDORA. ATC detects the error and assigns a heading to intercept.