Narrative:

Received amended clearance for radar vectors to the brk 110 degree radial, 45 DME direct hgo as filed. I put this fix in the FMGC as PBD01. After takeoff, departure control gave us a 080 degree heading to intercept the 110 degree radial out of brk. I had the first officer sequence the FMGC so PBD01 was the 'from' waypoint and I selected LNAV. The FMGC showed an intercept just beyond PBD01. Just as we neared this point, ATC advised us we had overshot the 110 degree radial and cleared us direct to gld. I had neglected to have the first officer enter brk as a fix so the radial could be properly intercepted, and I think I assumed the 110 degree radial was out of PBD01. CRM factors included: APU failure at the gate and a flap problem before takeoff made me rush to get airborne. Also, at this time I had the flight attendants remain seated due to the rough ride. ATC did not seem too concerned and there was no traffic conflict that I could tell. In discussing this with my first officer, we did not put brk and the radial in raw data because we thought we were close to the int point. This was a mistake. Also, I discovered there was some discrepancy in the clearance we both copied. I heard radar vectors to the brk 110 degree radial, 45 DME and he heard radar vectors to intercept the 110 degree radial to the 45D fix.

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Original NASA ASRS Text

Title: HDG TRACK DEV OCCURS WHEN THE PIC HAS THE FO ENTER THE WRONG DATA INTO THE FMC DURING A RADAR VECTOR PROC FROM COS, CO.

Narrative: RECEIVED AMENDED CLRNC FOR RADAR VECTORS TO THE BRK 110 DEG RADIAL, 45 DME DIRECT HGO AS FILED. I PUT THIS FIX IN THE FMGC AS PBD01. AFTER TKOF, DEP CTL GAVE US A 080 DEG HDG TO INTERCEPT THE 110 DEG RADIAL OUT OF BRK. I HAD THE FO SEQUENCE THE FMGC SO PBD01 WAS THE 'FROM' WAYPOINT AND I SELECTED LNAV. THE FMGC SHOWED AN INTERCEPT JUST BEYOND PBD01. JUST AS WE NEARED THIS POINT, ATC ADVISED US WE HAD OVERSHOT THE 110 DEG RADIAL AND CLRED US DIRECT TO GLD. I HAD NEGLECTED TO HAVE THE FO ENTER BRK AS A FIX SO THE RADIAL COULD BE PROPERLY INTERCEPTED, AND I THINK I ASSUMED THE 110 DEG RADIAL WAS OUT OF PBD01. CRM FACTORS INCLUDED: APU FAILURE AT THE GATE AND A FLAP PROB BEFORE TKOF MADE ME RUSH TO GET AIRBORNE. ALSO, AT THIS TIME I HAD THE FLT ATTENDANTS REMAIN SEATED DUE TO THE ROUGH RIDE. ATC DID NOT SEEM TOO CONCERNED AND THERE WAS NO TFC CONFLICT THAT I COULD TELL. IN DISCUSSING THIS WITH MY FO, WE DID NOT PUT BRK AND THE RADIAL IN RAW DATA BECAUSE WE THOUGHT WE WERE CLOSE TO THE INT POINT. THIS WAS A MISTAKE. ALSO, I DISCOVERED THERE WAS SOME DISCREPANCY IN THE CLRNC WE BOTH COPIED. I HEARD RADAR VECTORS TO THE BRK 110 DEG RADIAL, 45 DME AND HE HEARD RADAR VECTORS TO INTERCEPT THE 110 DEG RADIAL TO THE 45D FIX.

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.