Narrative:

Prior to departure at gate noted that the dual FMS equipped aircraft showed current navigation data on FMS 1; outdated FMS data on navigation 2. Captain attempted to sync FMS 1 and 2 to rectify outdated FMS 2 data; this was unsuccessful. Captain called maintenance hoping to have FMS 2 data updated. Maintenance chose to defer FMS 2 using dmi # 34-61-01. Captain followed through with the deferral process and placed dmi sticker on FMS 2 display. Captain was pilot not flying; first officer was pilot flying. We were] behind on taxi duties due to time constraints relative to deferral responsibilities at gate. On takeoff; as pilot flying; normal initial procedures and calls made ('positive rate' - 'gear up; speed mode; nav mode'). Fcp properly set to first officer's side; xfr button selected; ap indicated first officer as pilot flying on pfd. Within 700 ft of ground and climbing; ATC queried if we were turning. FD commanded wings level on first officer's side. Quick scan of pfd 1 and 2 showed discrepancy; first officer's pfd stated 'no flight plan' at bottom of HSI display on pfd. ATC then issued a heading of 305 degrees magnetic; aircraft was turned to this heading. ATC asked if we were having a problem; captain replied no. Captain's pfd was providing normal and proper FMS indications for assigned departure. Further scanning and diagnosis of situation and circumstances revealed that first officer's pfd display and FD indications were not providing normal navigation indications or commands associated with selected departure. Captain took control of aircraft as his pfd was providing correct indications and FD commands. [We] realized that the deferred FMS 2 was central causal factor for lack of correct course guidance on first officer's side pfd/FD. In fact the first officer's pfd had no navigation data available at all. Selecting cross side data using navigation source selector provided correct navigation data displayed in yellow on first officer's pfd. Once this was displayed and confirmed to be accurate; control transfer from captain to first officer was affected. ATC requested a phone call which was completed by captain at destination. Hurried departure from gate with last minute significant deferral and associated workload to complete deferral procedure led to omission of noting the operations note associated with deferral regarding the selection and use of yellow data for affected side FMS. Assumption that FMS 2 deferral simply reverted operations to that of a single FMS equipped aircraft additional factor. Fleet mostly equipped with single FMS equipped aircraft; lack of familiarity and operational differences with dual FMS aircraft tertiary; but nonetheless a factor. [We needed] more clarity of notes/warnings displayed by FMS/pfd. [We needed to] place time constraints and pressures aside when important details and instructions reviewed.

Google
 

Original NASA ASRS Text

Title: A First Officer's FMS was out of date so maintenance MEL'ed it and after takeoff the First Officer; flying pilot; had no PFD nav data because cross side nav data was not selected to display #1 FMS data on both.

Narrative: Prior to departure at gate noted that the dual FMS equipped aircraft showed current NAV data on FMS 1; outdated FMS data on NAV 2. Captain attempted to sync FMS 1 and 2 to rectify outdated FMS 2 data; this was unsuccessful. Captain called Maintenance hoping to have FMS 2 data updated. Maintenance chose to defer FMS 2 using DMI # 34-61-01. Captain followed through with the deferral process and placed DMI sticker on FMS 2 display. Captain was pilot not flying; First Officer was pilot flying. We were] behind on taxi duties due to time constraints relative to deferral responsibilities at gate. On takeoff; as pilot flying; normal initial procedures and calls made ('positive rate' - 'gear up; speed mode; nav mode'). FCP properly set to First Officer's side; XFR button selected; AP indicated First Officer as pilot flying on PFD. Within 700 FT of ground and climbing; ATC queried if we were turning. FD commanded wings level on First Officer's side. Quick scan of PFD 1 and 2 showed discrepancy; First Officer's PFD stated 'NO FLIGHT PLAN' at bottom of HSI display on PFD. ATC then issued a heading of 305 degrees magnetic; aircraft was turned to this heading. ATC asked if we were having a problem; Captain replied no. Captain's PFD was providing normal and proper FMS indications for assigned departure. Further scanning and diagnosis of situation and circumstances revealed that First Officer's PFD display and FD indications were not providing normal NAV indications or commands associated with selected departure. Captain took control of aircraft as his PFD was providing correct indications and FD commands. [We] realized that the deferred FMS 2 was central causal factor for lack of correct course guidance on First Officer's side PFD/FD. In fact the First Officer's PFD had no navigation data available at all. Selecting cross side data using NAV SOURCE selector provided correct NAV data displayed in yellow on First Officer's PFD. Once this was displayed and confirmed to be accurate; control transfer from Captain to First Officer was affected. ATC requested a phone call which was completed by Captain at destination. Hurried departure from gate with last minute significant deferral and associated workload to complete deferral procedure led to omission of noting the operations note associated with deferral regarding the selection and use of yellow data for affected side FMS. Assumption that FMS 2 deferral simply reverted operations to that of a single FMS equipped aircraft additional factor. Fleet mostly equipped with single FMS equipped aircraft; lack of familiarity and operational differences with dual FMS aircraft tertiary; but nonetheless a factor. [We needed] more clarity of notes/warnings displayed by FMS/PFD. [We needed to] place time constraints and pressures aside when important details and instructions reviewed.

Data retrieved from NASA's ASRS site as of April 2012 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.