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Heading track deviation occurs after flight crew deviation in use of aircraft equipment operating procedure.
| Attributes | |
| ACN | 191718 |
| Time | |
| Date | 199110 |
| Day | Tue |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : man |
| State Reference | FO |
| Altitude | msl bound lower : 4000 msl bound upper : 4000 |
| Environment | |
| Flight Conditions | Mixed |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : man |
| Operator | common carrier : air carrier |
| Make Model Name | Widebody, Low Wing, 2 Turbojet Eng |
| Navigation In Use | Other Other |
| Flight Phase | climbout : initial climbout : takeoff climbout : intermediate altitude |
| Route In Use | departure other departure sid : sid enroute : on vectors |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 250 flight time total : 8100 flight time type : 800 |
| ASRS Report | 191718 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Events | |
| Anomaly | aircraft equipment problem : less severe non adherence : clearance non adherence : published procedure other spatial deviation |
| Independent Detector | other controllera other flight crewa |
| Resolutory Action | controller : issued new clearance flight crew : returned to intended course or assigned course other |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
After departure we were to fly a bearing from the LOM at manchester airport (per the main runway 24 SID). We engaged LNAV to fly the departure but noticed either an FMC update or a map shift. We then flew the remainder of the departure using raw data (NDB, ADF). We were a little southwest of course but corrected within a min before departure gave us a radar vector. Our company bulletin states that we should fly departures using raw data only until the flaps are retracted giving the FMC's time to update. We shouldn't have engaged the LNAV until the aircraft was cleaned up. This seems to be more of a problem in europe than the united states. Next time we will use raw data for departures where raw data is called for in our procedures.
Original NASA ASRS Text
Title: HDG TRACK DEV OCCURS AFTER FLC DEV IN USE OF ACFT EQUIP OPERATING PROC.
Narrative: AFTER DEP WE WERE TO FLY A BEARING FROM THE LOM AT MANCHESTER ARPT (PER THE MAIN RWY 24 SID). WE ENGAGED LNAV TO FLY THE DEP BUT NOTICED EITHER AN FMC UPDATE OR A MAP SHIFT. WE THEN FLEW THE REMAINDER OF THE DEP USING RAW DATA (NDB, ADF). WE WERE A LITTLE SW OF COURSE BUT CORRECTED WITHIN A MIN BEFORE DEP GAVE US A RADAR VECTOR. OUR COMPANY BULLETIN STATES THAT WE SHOULD FLY DEPS USING RAW DATA ONLY UNTIL THE FLAPS ARE RETRACTED GIVING THE FMC'S TIME TO UPDATE. WE SHOULDN'T HAVE ENGAGED THE LNAV UNTIL THE ACFT WAS CLEANED UP. THIS SEEMS TO BE MORE OF A PROBLEM IN EUROPE THAN THE UNITED STATES. NEXT TIME WE WILL USE RAW DATA FOR DEPS WHERE RAW DATA IS CALLED FOR IN OUR PROCS.
Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.