Date: 201507
Local time of day: 1801-2400
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Dusk
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E NCT
ATC / advisory: TRACON NCT
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; 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; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: On descent into San Francisco we were descending via the bdega one rnav arrival planning on a visual 28r approach. Upon checking in with final approach descending through 17000 feet for 11000 feet; we were told again to descend via the bdega one arrival for a visual to 28L. The clearance was accepted and 28L was briefed. The fmc however was not loaded with the new approach and I as the monitoring pilot failed to verify this. Due to a failure to carefully review the arrival neither of us realized the arrival split at corkk for the separate runways. This caused us to turn towards FINSH on the arrival for the 28R transition instead of toward BRIXX for the 28L transition.  The approach controller notified us that we turned toward FINSH instead of BRIXX flying the wrong transition. We were given a turn to a heading of 140 and further descent to 7000 feet.  We acknowledged the mistake and preceded to properly program the FMC with the appropriate routing and approach.  The rest of the arrival and approach was uneventful. I was simply complacent in the runway change and did not use due diligence to verify the effect of the runway change on the arrival routing.  I should have become aware when the controller recleared us to descend via the arrival after administering the runway change.


Second narrative: Flying the BDEGA 1 RNAV arrival into SFO; I had programmed the FMC for an ILS to 28R. Upon checking in with SFO approach we were assigned 28L. I changed the ILS frequency to 28L and briefed the approach changes to the Captain. However; I did not change the approach in the FMC. This caused us; upon reaching CORKK fix to track 099 towards FINSH which is the 28R transition. Shortly after the turn; ATC informed us we were flying the incorrect transition and assigned us a heading of 140 towards the proper transition. The flight continued without incident. Having recently flown this arrival I had an expectation bias towards flying the 28R transition. I failed to study the arrival chart thoroughly enough to be prepared to fly a different transition if given 28L. Not changing the FMC immediately to the new runway assignment was an omission error on my part. Had I done this; the navigation error would have been avoided.


Synopsis: B737 flight crew reported being cleared for the BDEGA1 RNAV Arrival to SFO Runway 28R. NCT changes the runway during the descent to Runway 28L. The ILS frequency is changed but the FMC is not updated resulting in the Runway 28R transition being flown and not the Runway 28L. NCT takes note and issued vectors.