In the States, your STAR is typically included in your IFR clearance. I always match the FMC to my clearance, so I select the STAR when I'm pre-flighting the box. After I get my clearance, I recheck the box with the other pilot.

 

If I'm fairly certain of the destination runway, I'll put that in before departing If not, I'll pull up the ATIS at 10,000' and maybe load it then.

 

I'd say it's not critical to have the runway selected, but the earlier you have it, the easier it is to catch a mistake and the more accurate your ETA will be.

 

When I finally hear the "expect runway XX," I'll look at the INIT/REF page and make sure it matches what the controller just said.

 

Remember, the box isn't the most important thing: I was landing SEA 34L behind a DHC8 a few nights ago. The spacing was rotten, I think the controllers kinda botched that one when they slid him in front of us. We were 3nm behind the Dash with 30knots overtake and I was configuring to final. We were prepped for a Go Around when tower gave us 34R. No problem - it was visual and we slid over and the problem was solved. We didn't touch the box. The CA did change the freqs for 34R, but the box was probably objecting with a FREQ/NA message.

 

TL/DR: Aviate>Navigate>Communicate

 

 

We were prepped for a Go Around when tower gave us 34R.

 

Landing 19R KLAS there was a Seneca on the runway too slow to get off so tower gave us the dog leg to 19L (visual of course).  The funny part is as we are taxiing to FBO ramp the Seneca almost runs into us on the taxiways.. LOL that was memorable.

 

 

Landing 19R KLAS there was a Seneca on the runway too slow to get off so tower gave us the dog leg to 19L (visual of course). The funny part is as we are taxiing to FBO ramp the Seneca almost runs into us on the taxiways.. LOL that was memorable.

 

Hi, Dan,

 

What were you flying?

 

Mike

Cessna 414 Chancellor, the beauty behind me in my pic.

 

 

Cessna 414 Chancellor, the beauty behind me in my pic.

 

Neat! Thanks.

 

Mike

 

 

Remember, the box isn't the most important thing: I was landing SEA 34L behind a DHC8 a few nights ago. The spacing was rotten, I think the controllers kinda botched that one when they slid him in front of us. We were 3nm behind the Dash with 30knots overtake and I was configuring to final. We were prepped for a Go Around when tower gave us 34R. No problem - it was visual and we slid over and the problem was solved. We didn't touch the box. The CA did change the freqs for 34R, but the box was probably objecting with a FREQ/NA message.
 
TL/DR: Aviate>Navigate>Communicate

 

Well said.

 

 

In the States, your STAR is typically included in your IFR clearance. I always match the FMC to my clearance, so I select the STAR when I'm pre-flighting the box. After I get my clearance, I recheck the box with the other pilot.

If I'm fairly certain of the destination runway, I'll put that in before departing If not, I'll pull up the ATIS at 10,000' and maybe load it then.

I'd say it's not critical to have the runway selected, but the earlier you have it, the easier it is to catch a mistake and the more accurate your ETA will be.

When I finally hear the "expect runway XX," I'll look at the INIT/REF page and make sure it matches what the controller just said.

 

 

Mike, I am glad I also do it your way. However, I still find myself in trouble sometimes. Suppose I am coming in from PAJN into KSEA and I am doing the MARNR4 arrival transitioning at Victoria, and I have all set as per the clearance for RWY 34C, then, all of a sudden a runway change to 16C. The descent profile with the same arrival and transition is so much steeper and if I wait too long to get the ATIS and active runway the descent path becomes unachievable.

 

What do you do ?

Be sure not to wait too long ;-). And if ATC gives you a late change, say the magic word: "unable".

 

 

all set as per the clearance for RWY 34C, then, all of a sudden a runway change to 16C. The descent profile with the same arrival and transition is so much steeper and if I wait too long to get the ATIS and active runway the descent path becomes unachievable.



What do you do ?

 

The runway change came with an admended clearance from ATC.. if you can't follow the clearance say unable and/or ask for vectors for descent.  I don't know whay else you can do.

What they said.

 

ATC knows that there is going to be some planes that will get caught in the middle of a runway change. Be ready for some vectors and be flexible.