Narrative:

Flying glasr 3 arrival mlp transition. Active route was route 1 with the glasr 3 arrival mlp transition to ILS runway 16R to seatac. Route 2 had the glasr 3 arrival mlp transition with jaksn FMS transition to runway 16R to seatac. We requested jaksn FMS transition with ZSE on 135.52. We were told to stand by. We were given a descent clearance to cross jaksn at 12000 ft cleared jaksn FMS transition. The descent to 12000 ft was given late and the FMS showed we would be 4000 ft high. I speed intervened and increased the speed to 325 KIAS with speed brakes deployed in order to make the 12000 ft and 250 KIAS crossing restr at jaksn. I was concentrating on the descent and I failed to request first officer to activate route 2. At the jaksn intersection the aircraft turned to heading of 200 degrees, the same heading for the jaksn FMS transition and the glasr 3 arrival. I was checking the approach chart for the jaksn FMS transition and it was at that point I realized I had not told first officer to activate route 2. I told first officer to activate route 2 and the routing showed the aircraft to be slightly left of course. I selected heading mode and tried to capture the course. At that point I then requested to maintain present heading to intercept the localizer which was approved by approach control. I armed the localizer and the autoplt failed to intercept so I disconnected autoplt and manually flew. Approach control called as we had gone through localizer and gave us a heading to intercept runway 16R localizer. Factors contributing to not activating route 2. 1) 2 1/2 hour ground delay for thunderstorms in dtw (fatigue). 2) late descent clearance. 3) 90 degree intercept at 250 KTS.

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Original NASA ASRS Text

Title: AN ACR B757 FLC FORGOT TO SELECT THE PROPER RTE IN THEIR FMS DURING A LATE, STEEP DSCNT AND BY THE TIME THEY REMEMBERED, THEY WERE OFF COURSE AND THIS LED TO OTHER PROBS. THEY FINALLY SUCCESSFULLY COMPLETED THEIR APCH MANUALLY.

Narrative: FLYING GLASR 3 ARR MLP TRANSITION. ACTIVE RTE WAS RTE 1 WITH THE GLASR 3 ARR MLP TRANSITION TO ILS RWY 16R TO SEATAC. RTE 2 HAD THE GLASR 3 ARR MLP TRANSITION WITH JAKSN FMS TRANSITION TO RWY 16R TO SEATAC. WE REQUESTED JAKSN FMS TRANSITION WITH ZSE ON 135.52. WE WERE TOLD TO STAND BY. WE WERE GIVEN A DSCNT CLRNC TO CROSS JAKSN AT 12000 FT CLRED JAKSN FMS TRANSITION. THE DSCNT TO 12000 FT WAS GIVEN LATE AND THE FMS SHOWED WE WOULD BE 4000 FT HIGH. I SPD INTERVENED AND INCREASED THE SPD TO 325 KIAS WITH SPD BRAKES DEPLOYED IN ORDER TO MAKE THE 12000 FT AND 250 KIAS XING RESTR AT JAKSN. I WAS CONCENTRATING ON THE DSCNT AND I FAILED TO REQUEST FO TO ACTIVATE RTE 2. AT THE JAKSN INTXN THE ACFT TURNED TO HDG OF 200 DEGS, THE SAME HDG FOR THE JAKSN FMS TRANSITION AND THE GLASR 3 ARR. I WAS CHKING THE APCH CHART FOR THE JAKSN FMS TRANSITION AND IT WAS AT THAT POINT I REALIZED I HAD NOT TOLD FO TO ACTIVATE RTE 2. I TOLD FO TO ACTIVATE RTE 2 AND THE ROUTING SHOWED THE ACFT TO BE SLIGHTLY L OF COURSE. I SELECTED HDG MODE AND TRIED TO CAPTURE THE COURSE. AT THAT POINT I THEN REQUESTED TO MAINTAIN PRESENT HDG TO INTERCEPT THE LOC WHICH WAS APPROVED BY APCH CTL. I ARMED THE LOC AND THE AUTOPLT FAILED TO INTERCEPT SO I DISCONNECTED AUTOPLT AND MANUALLY FLEW. APCH CTL CALLED AS WE HAD GONE THROUGH LOC AND GAVE US A HDG TO INTERCEPT RWY 16R LOC. FACTORS CONTRIBUTING TO NOT ACTIVATING RTE 2. 1) 2 1/2 HR GND DELAY FOR TSTMS IN DTW (FATIGUE). 2) LATE DSCNT CLRNC. 3) 90 DEG INTERCEPT AT 250 KTS.

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.