Heading track deviation. Non adherence to ATC clearance instruction procedure.

Attributes
ACN	307372
Time
Date	199506
Day	Sat
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : dca
State Reference	DC
Altitude	msl bound lower : 2000 msl bound upper : 3000
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : dca
Operator	common carrier : air carrier
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 121
Navigation In Use	Other Other
Flight Phase	descent : approach landing : missed approach
Route In Use	enroute : on vectors
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp pilot : cfi pilot : flight engineer
Experience	flight time last 90 days : 220 flight time total : 11000 flight time type : 2500
ASRS Report	307372
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	non adherence : published procedure non adherence : clearance other anomaly other other anomaly other other spatial deviation
Independent Detector	other controllera other flight crewa
Resolutory Action	other other
Consequence	other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

The problem began approximately 100 NM south of dca. The captain was flying. I obtained the ATIS, lda-DME 18 was in use. That approach is not in our FMS's database so I started to build it. The captain told me not to do that. His explanation was that is one of our simulator scenarios, to check on CRM ability, and he wanted to practice it first. About 5 mins later I stated my concerns about not using all the equipment at our disposal. The navigation display is a great help and we were not going to use it. The captain restated his wishes and I dropped it. While being vectored for the approach, I idented the localizer, however we were not receiving the DME. As we were being turned onto final the captain instructed me to reconfigure my panel to get the DME. This leaves me with no localizer indication and no navigation display. By the time I did this, we received another turn and a descent, 3000 ft down to 2000 ft. Then I noticed the autoplt was not set to capture the localizer. I pointed this out. The captain armed the autoplt. He is new (3 months) to the airplane and was behind. As we descended approach asked if we had final ok. The captain lied and said 'yes.' just then we broke out. I saw the river to the right and pointed it out. Approach once again asked if we had the final approach course and gave us a turn to the right. That was very quickly changed to a left turn and climb to 3000 ft. We accomplished this, did the after takeoff checklist and followed more vectors. My situational awareness was shot. I offered once again to build the approach but the captain refused. We were once again vectored to final and I asked approach what was our relationship to the localizer. We were already through it and getting worse. Approach control broke us off once again for the VOR 18. We asked for time to review it and set it up. This approach was successful. There was no CRM. The equipment on board was not properly utilized and I was not properly utilized. No matter how much CRM training is given, some people don't get it at the most basic level.

Original NASA ASRS Text

Title: HDG TRACK DEV. NON ADHERENCE TO ATC CLRNC INSTRUCTION PROC.

Narrative: THE PROB BEGAN APPROX 100 NM S OF DCA. THE CAPT WAS FLYING. I OBTAINED THE ATIS, LDA-DME 18 WAS IN USE. THAT APCH IS NOT IN OUR FMS'S DATABASE SO I STARTED TO BUILD IT. THE CAPT TOLD ME NOT TO DO THAT. HIS EXPLANATION WAS THAT IS ONE OF OUR SIMULATOR SCENARIOS, TO CHK ON CRM ABILITY, AND HE WANTED TO PRACTICE IT FIRST. ABOUT 5 MINS LATER I STATED MY CONCERNS ABOUT NOT USING ALL THE EQUIP AT OUR DISPOSAL. THE NAV DISPLAY IS A GREAT HELP AND WE WERE NOT GOING TO USE IT. THE CAPT RESTATED HIS WISHES AND I DROPPED IT. WHILE BEING VECTORED FOR THE APCH, I IDENTED THE LOC, HOWEVER WE WERE NOT RECEIVING THE DME. AS WE WERE BEING TURNED ONTO FINAL THE CAPT INSTRUCTED ME TO RECONFIGURE MY PANEL TO GET THE DME. THIS LEAVES ME WITH NO LOC INDICATION AND NO NAV DISPLAY. BY THE TIME I DID THIS, WE RECEIVED ANOTHER TURN AND A DSCNT, 3000 FT DOWN TO 2000 FT. THEN I NOTICED THE AUTOPLT WAS NOT SET TO CAPTURE THE LOC. I POINTED THIS OUT. THE CAPT ARMED THE AUTOPLT. HE IS NEW (3 MONTHS) TO THE AIRPLANE AND WAS BEHIND. AS WE DSNDED APCH ASKED IF WE HAD FINAL OK. THE CAPT LIED AND SAID 'YES.' JUST THEN WE BROKE OUT. I SAW THE RIVER TO THE R AND POINTED IT OUT. APCH ONCE AGAIN ASKED IF WE HAD THE FINAL APCH COURSE AND GAVE US A TURN TO THE R. THAT WAS VERY QUICKLY CHANGED TO A L TURN AND CLB TO 3000 FT. WE ACCOMPLISHED THIS, DID THE AFTER TKOF CHKLIST AND FOLLOWED MORE VECTORS. MY SITUATIONAL AWARENESS WAS SHOT. I OFFERED ONCE AGAIN TO BUILD THE APCH BUT THE CAPT REFUSED. WE WERE ONCE AGAIN VECTORED TO FINAL AND I ASKED APCH WHAT WAS OUR RELATIONSHIP TO THE LOC. WE WERE ALREADY THROUGH IT AND GETTING WORSE. APCH CTL BROKE US OFF ONCE AGAIN FOR THE VOR 18. WE ASKED FOR TIME TO REVIEW IT AND SET IT UP. THIS APCH WAS SUCCESSFUL. THERE WAS NO CRM. THE EQUIP ON BOARD WAS NOT PROPERLY UTILIZED AND I WAS NOT PROPERLY UTILIZED. NO MATTER HOW MUCH CRM TRAINING IS GIVEN, SOME PEOPLE DON'T GET IT AT THE MOST BASIC LEVEL.

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.