Narrative:

Upon climb out while receiving vectors from chicago center; I noticed that the heading displayed on my pfd differed from the pilot not flying's pfd by more than 90 degrees. I immediately disconnected the autopilot and turned off the windshield heat in order to return to our assigned heading using the wet compass. We then informed the controller we were experiencing a navigational error and were instructed to turn north to a heading of 360. As this was occurring; a red heading flag appeared on my primary flight display. Following this indication; the pilot not flying consulted the emergency/abnormal checklist and determined we were experiencing a failure of the #1 ahrs. The pilot not flying continued to accomplish the checklist procedures while I hand flew the airplane. We asked for a final altitude of FL260 in order to remain clear of rvsm airspace. Upon completion of the checklist and the transfer of display indications from the #2 ahrs to my pfd normal operation resumed and we continued to our destination. We briefly discussed returning to our departure airport but decided that entering chicago's congested airspace with our current mechanical failure was a less viable option than continuing to our destination which was forecast to remain cavu. I cannot suggest a course of action to prevent recurrence of this event. However I do recommend that we spend more time in the simulator addressing display/navigational issues. The reversion panel of the CL300 can be confusing because it is rarely used. Additional familiarity during training could prove helpful.

Google
 

Original NASA ASRS Text

Title: A CL-300 flight crew was confronted with a Number One AHRS failure shortly after takeoff. ATC provided an assist with track until the appropriate checklist restored on board guidance utilizing AHRS #2.

Narrative: Upon climb out while receiving vectors from Chicago Center; I noticed that the heading displayed on my PFD differed from the pilot not flying's PFD by more than 90 degrees. I immediately disconnected the autopilot and turned off the windshield heat in order to return to our assigned heading using the wet compass. We then informed the Controller we were experiencing a navigational error and were instructed to turn north to a heading of 360. As this was occurring; a red HDG flag appeared on my primary flight display. Following this indication; the pilot not flying consulted the Emergency/Abnormal Checklist and determined we were experiencing a failure of the #1 AHRS. The pilot not flying continued to accomplish the checklist procedures while I hand flew the airplane. We asked for a final altitude of FL260 in order to remain clear of RVSM airspace. Upon completion of the checklist and the transfer of display indications from the #2 AHRS to my PFD normal operation resumed and we continued to our destination. We briefly discussed returning to our departure airport but decided that entering Chicago's congested airspace with our current mechanical failure was a less viable option than continuing to our destination which was forecast to remain CAVU. I cannot suggest a course of action to prevent recurrence of this event. However I do recommend that we spend more time in the simulator addressing display/navigational issues. The reversion panel of the CL300 can be confusing because it is rarely used. Additional familiarity during training could prove helpful.

Data retrieved from NASA's ASRS site as of July 2013 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.