Narrative:

After I got the back of the aircraft ready I assisted the first officer as he completed his preflight duties. We then received our clearance via the DAWGS5 departure off 8R after which the first officer and I discussed and briefed the departure. After boarding our passengers we fired up the aircraft and called for taxi. Ground advised us that they had switched the airport around and to now plan on runway 26L and gave us appropriate taxi instructions to that runway with various hold shorts and restrictions. The first officer then got busy with checklists; radio and reprogramming the FMS while I was busy with taxiing in moderate rain in the dark. All checklists were completed by the time we reached the departure end of 26L. We then briefed the new departure still the DAWGG5 from our ipad; with the mfd showing the airport diagram. Tower cleared us for takeoff with an initial heading of 280. After switching to departure at about 800 AGL they cleared us direct to mpass and the rest of the DAWGS5 departure. Mpass is not in our FMS database; so there was some confusion on what was going on. I took over the radio from the first officer and asked for vectors while he figured out what was going on with the FMS. ATC now cleared us to zelan; which is not in the FMS either. I asked for and received further vectors we then discovered the FMS was loaded for a departure from 27L/DAWGS5. I saw the first officer reload the departure for runway 26L and hit the 26L button on the sub menu and then saw the FMS ask for 'do you want to change active flight plan to 26L/DAWGS5?' however; upon activation it reloaded the departure from runway 27L. ATC now clears us direct dawgs--what is in our FMS--and we proceeded accordingly. Time elapsed from first 'direct mpass' to 'direct dawgs' maybe two minutes. During this time ATC; besides giving us vectors; asked why we couldn't fly the departure and if we have RNAV problems? There was no loss of separation with other aircraft during this incident. After landing the first officer swears he selected the departure in the FMS from runway 26L on the ground. After deplaning passengers unable to duplicate what I witnessed with the runway selection while airborne. (Select 26L; load 27L). Even though we have in our pre-takeoff final items checklist a 'flight guidance check' we normally only check the flight guidance mode(s) selected; perform a runway alignment check with the dg and make sure that the FMS course selector on the HSI is pointing the right way. Because of all the similar runways at atl everything looked normal. I normally do not (but will from now on) verify the correct runway selected on the top of the flight plan page on the FMS as part of my flight guidance check before to.atlanta tower control used to make you verify the first fix on your flight plan before your take off clearance; but they either forgot or it is no longer part of their SOP. This would have been a last chance to catch our mistake.I need to verify; as part of our line-up checks; that the FMS is loaded for the correct runway with the correct departure; and not just that the HSI pointers/headings look ok. This is especially critical at airports with multiple similar runways .tower making you verify first point in flight plan on the FMS would have caught this mistake on our part and always was helpful.I was unable to duplicate the strange FMS behavior on the ground; however the FMS does not react the same ground vs airborne. I swear that I saw the first officer select the 26L departure and it loaded 27L. The runways are not side by side in the sub-menu and it was not a case of fat finger typing the FMS.

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Original NASA ASRS Text

Title: Following a runway change the flight crew of a C680 experienced a track deviation on the DAWGS RNAV SID from ATL when the FMS failed to display the track and waypoints appropriate to newly assigned runway. The reporter was certain the proper Runway/SID had been selected by the PNF during the taxi out.

Narrative: After I got the back of the aircraft ready I assisted the First Officer as he completed his preflight duties. We then received our clearance via the DAWGS5 departure off 8R after which the First Officer and I discussed and briefed the departure. After boarding our passengers we fired up the aircraft and called for taxi. Ground advised us that they had switched the airport around and to now plan on Runway 26L and gave us appropriate taxi instructions to that runway with various hold shorts and restrictions. The First Officer then got busy with checklists; radio and reprogramming the FMS while I was busy with taxiing in moderate rain in the dark. All checklists were completed by the time we reached the departure end of 26L. We then briefed the new departure still the DAWGG5 from our IPAD; with the MFD showing the airport diagram. Tower cleared us for takeoff with an initial heading of 280. After switching to departure at about 800 AGL they cleared us direct to MPASS and the rest of the DAWGS5 departure. MPASS is not in our FMS database; so there was some confusion on what was going on. I took over the radio from the First Officer and asked for vectors while he figured out what was going on with the FMS. ATC now cleared us to ZELAN; which is not in the FMS either. I asked for and received further vectors We then discovered the FMS was loaded for a departure from 27L/DAWGS5. I saw the First Officer reload the departure for Runway 26L and hit the 26L button on the sub menu and then saw the FMS ask for 'do you want to change active flight plan to 26L/DAWGS5?' However; upon activation it reloaded the departure from Runway 27L. ATC now clears us direct DAWGS--what is in our FMS--and we proceeded accordingly. Time elapsed from first 'Direct MPASS' to 'direct DAWGS' maybe two minutes. During this time ATC; besides giving us vectors; asked why we couldn't fly the departure and if we have RNAV problems? There was no loss of separation with other aircraft during this incident. After landing the First Officer swears he selected the departure in the FMS from Runway 26L on the ground. After deplaning passengers unable to duplicate what I witnessed with the runway selection while airborne. (select 26L; load 27L). Even though we have in our pre-takeoff final items checklist a 'flight guidance check' we normally only check the flight guidance mode(s) selected; perform a runway alignment check with the DG and make sure that the FMS course selector on the HSI is pointing the right way. Because of all the similar runways at ATL everything looked normal. I normally do not (but will from now on) verify the correct runway selected on the top of the flight plan page on the FMS as part of my flight guidance check before TO.Atlanta Tower Control used to make you verify the first fix on your flight plan before your take off clearance; but they either forgot or it is no longer part of their SOP. This would have been a last chance to catch our mistake.I need to verify; as part of our line-up checks; that the FMS is loaded for the correct runway with the correct Departure; and not just that the HSI pointers/headings look OK. This is especially critical at airports with multiple similar runways .Tower making you verify first point in flight plan on the FMS would have caught this mistake on our part and always was helpful.I was unable to duplicate the strange FMS behavior on the ground; however the FMS does not react the same ground VS airborne. I swear that I saw the First Officer select the 26L departure and it loaded 27L. The runways are not side by side in the sub-menu and it was not a case of fat finger typing the FMS.

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.