Date: 201811
Location: SMF, CA
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface; Distraction; Situational Awareness; Time Pressure
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: While on the SUUTR 2 Arrival; we requested the RNAV 16R RNP at least twice and were told to request with next Controller while we were in close proximity to the SMF airport. Just prior to the OVOME intersection; we were cleared the RNAV RNP 16 R Approach while in visual conditions.  I had in the scratch pad as a 'preselected' fix to connect the approach segment. The name was ZOLOV.  I was anticipating and trying to plan ahead.  I brought up the ZOLOV fix to underneath the FIKAN fix to indicate the correct LNAV PATH for the RNAV Approach.  All of this was occurring while we received a traffic call; confirming we had the airport in sight and received a frequency change to Tower.   Unknown to me; this made the path and map show a course of direct to FIKAN from OVOME; then FIXAN direct to ZOLOV; versus an arching right course track.  This made us high on approach; and tight with traffic on final.  We asked for a S-turn; which Tower said we could go thru final and come back; which I did with autopilot off/autothrottle off and configured for landing.  Final flaps were configured above 1000 feet; and for a moment my descent below 1000 feet was approximately 1200 feet which I stated I was correcting the rate of descent.  It would be beneficial to have a different name on the star after the intersection OVOME other than the name FIXAN.  FIXAN is also indicated on the RNAV Approach and it seemed to make sense to bring up the next point on the RNAV RNP 16R which was ZOLOV.  Hindsight; I should have brought up the fix named FIXAN on the approach segment and placed underneath OVOME once we were cleared for the RNAV Approach.  A bit confusing with two names of the same on the STAR and the approach.


Second narrative: We were approaching airport with VMC very nice clear day. We had briefed the visual to 16R following the track of RNAV Z 16R and were on the SUUTR 2 STAR. We were cleared for the RNAV Z 16R just outside of OVOME. At that point I was looking outside at the airport and traffic ahead for 16R. The Captain loaded and executed the approach into the FMC. The execution happened before I had a chance to look back inside the flight deck and verify. On a very quick glance; the points in the box looked to match the approach; around this time we were basically over OVOME and now talking to approach being switched to Tower; and reporting proceeding traffic insight. As we approached FIKAN; I realized that the course didn't look correct on the MFD; and was more square than rounded. As the aircraft started to turn towards Runway 16R quicker than I expected; I checked on with Tower and reported airport and following aircraft in sight for visual and asked for S-turns on final. We were cleared for S-turns and to proceed past final if needed; where there was no traffic because 16L was closed; and cleared to land. We went just past final and S-turned back to 16R final. I believe our descent rate was a little steep around 1000 foot callout; somewhere around 1200 fps; but the Captain was correcting and verbally told me she was correcting. We landed without any further incident. After landing and review of the STAR and RNAV Approach; I believe there was an incorrect edit connecting the STAR to the RNAV Approach instead of loading the approach from OVOME.The Crew should have both verified before executing the edit in the FMC. I let myself get compressed on time and into the Yellow with so many inputs from ATC and the Captain at once. A clearance farther away from the IF would help too so that the Crew doesn't feel so rushed to get the FMC loaded. Also I believe the STAR would be better designed to end at the point the RNP begins; or change the name of the point past the OVOME point on either chart so that they can't be mistaken for each other when loaded into the FMC.


Synopsis: B737-700 flight crew reported a track deviation occurred on the RNAV RNP 16R approach to SMF when the FMC was improperly programmed following a late clearance.