B747-400 FLT CREW APCHING ZSPD EXPERIENCES A COURSE DEV ON THE DUMET 22A ARR DUE TO INCORRECT DATA ENTRY.

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DEPARTING ICN (SEOUL INCHEON ARPT; KOREA) FOR PVG (SHANGHAI PUDONG ARPT; PRC). THIS FLT WAS A PART 121 SCHEDULED CARGO FLT FILED UNDER AN IFR FLT PLAN. THIS FLT WAS ALSO A TRAINING FLT IN WHICH I WAS THE INSTRUCTOR CAPT FLYING FROM THE R SEAT (I AM A QUALIFIED CHK AIRMEN SIMULATOR/AIRPLANE ALL SEATS). THIS WAS THE FIRST FLT OF A SERIES OF FLTS FOR A NEW TRANSITION CAPT FROM THE CLASSIC BOEING B747-200 TO THE B747-400. WX FOR DEP AND ARR ARPT WAS IFR BUT NOT ADVERSE EXCEPT FOR SOME CUMULONIMBUS ACTIVITY FORECAST AND OCCURRING ON THE ARR PVG. THE CREW CONSISTED OF 3 CREW MEMBERS; 1 TRAINING CAPT (MYSELF); 1 STUDENT IOE CAPT; AND 1 ADDITIONAL PLT QUALIFIED ON THE ACFT FOR 5 YRS. THE FLT PLAN WAS A TYPICAL COMPANY FLT PLAN EXCEPT IT WAS 'MANUALLY' GENERATED INSTEAD OF USING THE NORMALLY UTILIZED AUTOMATED FEATURE FOR CONSTRUCTION PURPOSES. THIS FLT PLAN CONTAINED THE DEP PROC; ENRTE AIRWAYS STRUCTURE ENDING AT A POINT 'DUMET' APPROX 60 MI FROM THE ARPT AND OMITTED THE ARR PORTION THAT IS NORMALLY CONTAINED IN AN AUTOMATED COMPUTER GENERATED FLT PLAN. THE FLT ALSO WAS THE FIRST EXPOSURE IN FLYING FROM FEET TO METERS IN A 'GLASS AIRPLANE' FOR THIS NEW CAPT. DURING THE CRUISE PHASE OF FLT; THE 'NEW' CAPT LOADED AND BRIEFED THE ARR HE THOUGHT WE WOULD BE GIVEN (DUMET22A). HOWEVER; DURING THE BRIEFING WE NOTICED THAT THE ARR AND TRANSITION (RIGHT OR WRONG) THAT HE SELECTED DID NOT CONTAIN THE PROFILE WAYPOINTS AND DSCNT ALTS THAT THE ACTUAL AND CURRENT ARR PLATE HAD ANNOTATED. THE STUDENT LOADED THE 'MANUALLY' ENTERED WAYPOINTS FOR THE PROFILE DSCNT AND WERE WHAT 'WE' THOUGHT CHKED TO COMPLY WITH THE ANTICIPATED ARR INTO PVG. NEXT! SHANGHAI CTR PASSES US OFF TO SHANGHAI APCH. WE ARE ALREADY PASSING WAYPOINT 'DUMET.' APCH STATES 'RADAR CONTACT.' APPROX 2 MINS OR SO PASSES AND SHANGHAI APCH STATES 'SAY HDG.' ACFT HDG WAS 270 DEGS. CTLR STATES THAT CONFIRM YOU ARE CLRED FOR DUMET22A ARR. I NOW EXPEDITIOUSLY ENTER DEP/ARR PAGE OF THE FMC AND RESELECT THE DUMET22A AND THE APPROPRIATE TRANSITION. IN FRONT OF ME ON BOTH THE CDU AND NAV DISPLAY IS THE ARR WITH ALL WAYPOINTS AND ALTS CONSTRAINTS AS DEPICTED ON THE ARR PLATE. THE NAV DISPLAY NOW DISPLAYS THE ACFT APPROX 2 MI OFF COURSE TO PUD THE NEXT WAYPOINT OF THE ARR AS PROPERLY LOADED. WE ARE ACTUALLY HEADING TOWARD THE FAF FOR THE ACTIVE RWY IN USE RWY 17. THE SHANGHAI APCH CTLR STATES: 'CONTINUE HDG 270 DEGS FOR VECTORS TO FINAL; DSND AND MAINTAIN 900 METERS.' THE REST OF FLT WAS UNEVENTFUL. WE APOLOGIZED FOR THE ERROR TO THE CTLR. THERE APPEARED TO BE NO CONSEQUENCES OF OUR ERROR WITH THE CTLR. IT APPEARS THAT THE PF (NEW CAPT)HAD INITIALLY ENTERED AN ERRONEOUS ARR; ONE CLOSE BUT SLIGHTLY DIFFERENT THAN THE ONE ACTUALLY ANTICIPATED. THE INCORRECT ONE ENTERED OF COURSE DID NOT HAVE THE APPROPRIATE WAYPOINTS AND STEPDOWNS. THIS REQUIRED THE CREW MEMBER TO NOW MANUALLY BUILD ALL THE CONSTRAINTS REQUIRED TO FLY THE ARR AS DEPICTED. IN THE FUTURE; I WILL ALLOCATE ADDITIONAL TIME ON THE DEP AND CLB PHASES OF ALL FLTS (ESPECIALLY IN A TRAINING ENVIRONMENT IN WHICH THESE ERRORS ARE MOST COMMONLY MADE AND DANGEROUS). DOING THIS WILL ENABLE ME AS PIC TO SIT BACK AND HAVE THE BIGGER PICTURE OF MONITORING AND MANAGING RATHER THAN INSTRUCTING IN A CRITICAL PHASE OF FLT. IF THIS SITUATION WERE TO OCCUR AGAIN I WOULD ASSUME CTL OF THE PF DUTIES AND BRIEF AFTER THE ACFT WAS ON THE GND AND IN BLOCKS AND SHUT DOWN BEFORE TRYING TO TRAIN A NEW STUDENT IN THIS AREA.