A LAST MIN CHANGE OF RWY 1 LEADS TO A TRACK DEV AFTER INTXN S DURING AN ARR TO LAS; NV; USING THE SKEBR RNAV 2 ARR.

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(CAPT FLYING.) ON SKEBR ARR; DSNDING TO CROSS CLARR AT 13000 FT. ATIS RPTING RWY 1R (VECTORS AFTER SKEBR) -- THE FMC WAS PREVIOUSLY PROGRAMMED FOR THIS. RIGHT OVER THE SKEBR WAYPOINT; LAS APCH CHANGED RWYS TO RWY 25L. (THIS REQUIRED RE-PROGRAMMING THE FMC.) INSTEAD OF JUST TYPING IN 'KEPEC' AND GOING DIRECT; I ELECTED TO REINSTATE THE ENTIRE ARR. BECAUSE OF THIS; I THEN HAD TO RE-INITIATE THE 'BLACK LINE' BTWN 'SKEBR' AND 'KEPEC' AND PERFORM AN INTERCEPT. SUBSEQUENTLY; WE OVERFLEW THE BLACK LINE BY APPROX 7 MI. APCH THEN VECTORED US TO RE-JOIN THE ARR. CONTRIBUTING FACTORS: RWY CHANGE AT A CRITICAL POINT DURING RNAV ARR. HUMAN PERFORMANCE CONSIDERATIONS: EXPECTING VECTORS FOR STRAIGHT-IN TO RWY 1R/L; AND HAVING THE FMC READY FOR THIS; INSTEAD OF LEAVING THE ENTIRE ARR IN AND THEN CANCELLING IT LATER. (THIS; HOWEVER; CAN LEAD TO POOR SITUATIONAL AWARENESS SITS; IE; GETTING TOO HIGH; ETC) PREVENTION: ANY CHANGE TO THE ARR ON AN RNAV ARR SHOULD BE DEALT WITH EXPEDITIOUSLY AND INSURE THE ACFT RESPONDS TO THE NEWLY ENTERED DATA. SUPPLEMENTAL INFO FROM ACN 584097: WE WERE DSNDING INTO LAS ON THE SKEBR RNAV ARR; AND HAD JUST CROSSED CLARR AT 13000 FT. THE ATIS WAS RPTING RWY 1L/R AS THE ACTIVE. THE CAPT HAD THE FMC SET UP TO GO TO RWY 1. UPON CONTACTING APCH CTL; WE WERE TOLD TO EXPECT RWY 25L. THE CAPT WAS REPROGRAMMING THE FMC AS WE PASSED OVER SKEBR. THE ACFT FAILED TO TURN AT SKEBR. APCH CALLED US AND GAVE US A VECTOR BACK ONTO THE ARR. THE REST OF THE APCH AND LNDG WAS UNEVENTFUL. IN HINDSIGHT; WE SHOULD HAVE LEFT THE ARR FULLY PROGRAMMED UNTIL VECTORED OFF.