Crj flight continued through intersection on a STAR rather than making the depicted turn.

Attributes
ACN	767055
Time
Date	200712
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : dfw.airport
State Reference	TX
Altitude	msl single value : 11000
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Controlling Facilities	tracon : d10.tracon
Operator	common carrier : air carrier
Make Model Name	Regional Jet CL65 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Navigation In Use	other
Flight Phase	descent : intermediate altitude
Route In Use	arrival star : byp
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : multi engine pilot : commercial pilot : instrument pilot : atp
Experience	flight time last 90 days : 100 flight time total : 11000 flight time type : 4000
ASRS Report	767055
Events
Anomaly	non adherence : published procedure non adherence : clearance other spatial deviation
Independent Detector	other flight crewa
Resolutory Action	flight crew : returned to original clearance
Supplementary
Problem Areas	Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance

Narrative:

The flight was on the byp.BYP5 arrival at 210 KTS and 11000 ft. We are not authorized to allow the FMS to fly to stonz intersection even though it will do it. The procedure is to select heading mode and turn the aircraft in heading mode to 175 degrees for landing north runways. This was briefed to the first officer who was flying. The runway assignment was given just before lemyn and it was briefed for runway 35R. We were expecting runway 35C which was previously briefed. When the new runway was selected in the FMS; for whatever reason when the first officer executed the new runway it caused a discontinuity in the flight plan after stonz. I; the captain; was on the radio with ATC and did not notice what had happened. We had a radio frequency change at this time and the first officer did not select heading mode and 175 degree as we got to stonz intersection. When I finished checking in I noticed the aircraft had not turned yet; the FMS was in discontinuity and in roll mode. I instructed the first officer to go to heading mode and turn to 175 degrees left turn. On his first attempt the mode selection did not change from roll to heading. He finally repeated this select and the aircraft turned; however ATC asked if we were turning and I replied yes we are. The aircraft was turned about 1.5 miles late. There were no other issues. Proper procedures were not followed and I the captain got distracted. Also; the FMS did not execute properly; however I do not know if this was operator error or not; because it was not verified.callback conversation with reporter revealed the following information: reporter stated that the arrival had been sufficiently briefed; but he diverted his attention for a frequency change as the flight approached 'stonz.' the first officer failed to properly select the heading mode for the left turn to 175 degrees after the intersection; so the flight continued until the heading mode was again selected and confirmed. The reporter felt that the first officer's inexperience was instrumental in the deviation. No traffic conflict resulted from the deviation.

Original NASA ASRS Text

Title: CRJ FLT CONTINUED THROUGH INTXN ON A STAR RATHER THAN MAKING THE DEPICTED TURN.

Narrative: THE FLT WAS ON THE BYP.BYP5 ARR AT 210 KTS AND 11000 FT. WE ARE NOT AUTHORIZED TO ALLOW THE FMS TO FLY TO STONZ INTXN EVEN THOUGH IT WILL DO IT. THE PROC IS TO SELECT HDG MODE AND TURN THE ACFT IN HDG MODE TO 175 DEGS FOR LNDG N RWYS. THIS WAS BRIEFED TO THE FO WHO WAS FLYING. THE RWY ASSIGNMENT WAS GIVEN JUST BEFORE LEMYN AND IT WAS BRIEFED FOR RWY 35R. WE WERE EXPECTING RWY 35C WHICH WAS PREVIOUSLY BRIEFED. WHEN THE NEW RWY WAS SELECTED IN THE FMS; FOR WHATEVER REASON WHEN THE FO EXECUTED THE NEW RWY IT CAUSED A DISCONTINUITY IN THE FLT PLAN AFTER STONZ. I; THE CAPT; WAS ON THE RADIO WITH ATC AND DID NOT NOTICE WHAT HAD HAPPENED. WE HAD A RADIO FREQUENCY CHANGE AT THIS TIME AND THE FO DID NOT SELECT HDG MODE AND 175 DEG AS WE GOT TO STONZ INTXN. WHEN I FINISHED CHKING IN I NOTICED THE ACFT HAD NOT TURNED YET; THE FMS WAS IN DISCONTINUITY AND IN ROLL MODE. I INSTRUCTED THE FO TO GO TO HDG MODE AND TURN TO 175 DEGS L TURN. ON HIS FIRST ATTEMPT THE MODE SELECTION DID NOT CHANGE FROM ROLL TO HDG. HE FINALLY REPEATED THIS SELECT AND THE ACFT TURNED; HOWEVER ATC ASKED IF WE WERE TURNING AND I REPLIED YES WE ARE. THE ACFT WAS TURNED ABOUT 1.5 MILES LATE. THERE WERE NO OTHER ISSUES. PROPER PROCS WERE NOT FOLLOWED AND I THE CAPT GOT DISTRACTED. ALSO; THE FMS DID NOT EXECUTE PROPERLY; HOWEVER I DO NOT KNOW IF THIS WAS OPERATOR ERROR OR NOT; BECAUSE IT WAS NOT VERIFIED.CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATED THAT THE ARR HAD BEEN SUFFICIENTLY BRIEFED; BUT HE DIVERTED HIS ATTENTION FOR A FREQ CHANGE AS THE FLT APCHED 'STONZ.' THE FO FAILED TO PROPERLY SELECT THE HDG MODE FOR THE L TURN TO 175 DEGS AFTER THE INTXN; SO THE FLT CONTINUED UNTIL THE HDG MODE WAS AGAIN SELECTED AND CONFIRMED. THE RPTR FELT THAT THE FO'S INEXPERIENCE WAS INSTRUMENTAL IN THE DEV. NO TFC CONFLICT RESULTED FROM THE DEV.

Data retrieved from NASA's ASRS site as of January 2009 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.