Narrative:

Sabreliner departed from sdl on the sdl 5 departure from runway 21. The required turn to 300 degrees was made after takeoff and phx departure control was contacted as assigned by sdl tower. Departure control required a left turn to 270 degrees, shortly followed by a further left turn to 250 degrees, then 210 degrees to intercept the 077 degree radial inbound to buckeye VOR. The flight director was in use and the heading bug positioned to 210 degrees for the required intercept. The PNF was in the process of selecting the required frequency for the buckeye VOR and setting up the inbound course of 257 degrees. It was some time into the turn that it was noticed that the #1 compass system driving the HSI had frozen at the 300 degree indication. By this time the aircraft had turned further to the southeast than required by departure control. While switching to the #2 system, phx departure control advised that we had violated their heading requirements and we were given a phone number to contact the supervisor. When workload permitted it was found that the RMI circuit breaker was out. This was reset and once again overloaded and disconnected again. The flight was to have terminated in san jose, ca. However, due to the navigation problems, we diverted the flight to las vegas for maintenance. Avionics personnel found that the problem was in the HSI unit. What further complicated matters was that the inoperative flag for the compass system was not working. This aircraft does not have the RMI referenced to the #2 C5 system, so both the HSI and RMI on the l-hand side were frozen at the 300 degree position. Phx control center was contacted and the problem explained to them. We inquired whether they required us to file a report. They advised that the explanation was sufficient and the report would not be necessary.

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Original NASA ASRS Text

Title: SABRELINER 80 FLC HAS HSI RMI FAILURE AND DEVIATES FROM ASSIGNED HDG DURING DEP.

Narrative: SABRELINER DEPARTED FROM SDL ON THE SDL 5 DEP FROM RWY 21. THE REQUIRED TURN TO 300 DEGS WAS MADE AFTER TKOF AND PHX DEP CTL WAS CONTACTED AS ASSIGNED BY SDL TWR. DEP CTL REQUIRED A L TURN TO 270 DEGS, SHORTLY FOLLOWED BY A FURTHER L TURN TO 250 DEGS, THEN 210 DEGS TO INTERCEPT THE 077 DEG RADIAL INBOUND TO BUCKEYE VOR. THE FLT DIRECTOR WAS IN USE AND THE HDG BUG POSITIONED TO 210 DEGS FOR THE REQUIRED INTERCEPT. THE PNF WAS IN THE PROCESS OF SELECTING THE REQUIRED FREQ FOR THE BUCKEYE VOR AND SETTING UP THE INBOUND COURSE OF 257 DEGS. IT WAS SOME TIME INTO THE TURN THAT IT WAS NOTICED THAT THE #1 COMPASS SYS DRIVING THE HSI HAD FROZEN AT THE 300 DEG INDICATION. BY THIS TIME THE ACFT HAD TURNED FURTHER TO THE SE THAN REQUIRED BY DEP CTL. WHILE SWITCHING TO THE #2 SYS, PHX DEP CTL ADVISED THAT WE HAD VIOLATED THEIR HDG REQUIREMENTS AND WE WERE GIVEN A PHONE NUMBER TO CONTACT THE SUPVR. WHEN WORKLOAD PERMITTED IT WAS FOUND THAT THE RMI CIRCUIT BREAKER WAS OUT. THIS WAS RESET AND ONCE AGAIN OVERLOADED AND DISCONNECTED AGAIN. THE FLT WAS TO HAVE TERMINATED IN SAN JOSE, CA. HOWEVER, DUE TO THE NAV PROBS, WE DIVERTED THE FLT TO LAS VEGAS FOR MAINT. AVIONICS PERSONNEL FOUND THAT THE PROB WAS IN THE HSI UNIT. WHAT FURTHER COMPLICATED MATTERS WAS THAT THE INOP FLAG FOR THE COMPASS SYS WAS NOT WORKING. THIS ACFT DOES NOT HAVE THE RMI REFED TO THE #2 C5 SYS, SO BOTH THE HSI AND RMI ON THE L-HAND SIDE WERE FROZEN AT THE 300 DEG POS. PHX CTL CTR WAS CONTACTED AND THE PROB EXPLAINED TO THEM. WE INQUIRED WHETHER THEY REQUIRED US TO FILE A RPT. THEY ADVISED THAT THE EXPLANATION WAS SUFFICIENT AND THE RPT WOULD NOT BE NECESSARY.

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.