Narrative:

Our clearance was depart runway 31L from jfk; using the kennedy one departure; breezy point climb; radar vectors to rbv (robbinsville). The clearance reads climbing left turn direct cri (canarsie VOR); then via the cri-223 radial to rngrr intersection. We inputed this clearance/departure into the FMS and it appeared to be set ok. According to our company procedures we programmed the FMS/GPS correctly; our FMS and map displays showed the correct track/flight path. However; while the FMS flew up correctly from the runway to cri VOR; there was a gap/no link between leaving cri VOR to rbv VOR. So as the airplane was leaving cri it actually didn't know what to do; so it proceeded to leave cri on the same bearing as it approached cri; which is about 250 degree heading. Although we programmed the FMS correctly; in the procedure there is no outbound procedure from cri; the programming just ends in cri with a no link/gap between that and the next fix rbv. Rngrr intersection does not appear in the FMS programming of this departure. So as the airplane was about to reach cri; I realized it was going to leave cri on a 250/260 heading instead of the 223 heading it should. I switched the airplane to VOR navigation and began an aggressive left turn to a 180 heading to capture the cri 223 radial. If there was any deviation it was a small one since we were within a mile of cri. However; ny departure called us at this point and asked us if we were turning to a 230 heading; which we were. I replied in the affirmative and within a few seconds the VOR needle centered and we were outbound on the cri 223 radial towards rngrr intersection. Once we flew for a few minutes ny departure cleared us direct rbv and the situation was over. This situation was partly technical error and partly human error. When you input a departure procedure into the FMS it should have the entire procedure in there and not 'half' of it. I'm not sure why the programming stops at cri VOR and does not continue on the outbound radial to rngrr intersection. I am 90 percent sure that the other procedure we commonly use; the canarsie climb; does have the outbound cri procedure in the FMS. Of course; as the PIC of the airplane and the one responsible for my passengers; it is ultimately my duty to ensure everything is ok and I missed that error in the FMS procedure/input. I should have more thoroughly reviewed the FMS and if I had any doubt I should have flown the entire inbound/outbound part in regular VOR navigation. It also didn't help that the first officer was very brand new and wasn't familiar with jfk procedures. I will be more vigilant next time regarding this procedure in jfk and have one display programmed on the FMS and the other side (captain's or first officer's) programmed in conventional VOR navigation. That will be a procedure fix in addition to being more vigilant on the human factors side.

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Original NASA ASRS Text

Title: EMB145 Captain experiences a track error departing JFK on the JFK 1 departure with the Breezy Point Climb when the FMC does not display RNGRR after CRI VOR.

Narrative: Our clearance was depart Runway 31L from JFK; using the Kennedy One Departure; Breezy Point Climb; radar vectors to RBV (Robbinsville). The clearance reads climbing left turn direct CRI (Canarsie VOR); then via the CRI-223 radial to RNGRR intersection. We inputed this clearance/departure into the FMS and it appeared to be set ok. According to our company procedures we programmed the FMS/GPS correctly; our FMS and map displays showed the correct track/flight path. However; while the FMS flew up correctly from the runway to CRI VOR; there was a gap/no link between leaving CRI VOR to RBV VOR. So as the airplane was leaving CRI it actually didn't know what to do; so it proceeded to leave CRI on the same bearing as it approached CRI; which is about 250 degree heading. Although we programmed the FMS correctly; in the procedure there is no outbound procedure from CRI; the programming just ends in CRI with a no link/gap between that and the next fix RBV. RNGRR intersection does not appear in the FMS programming of this departure. So as the airplane was about to reach CRI; I realized it was going to leave CRI on a 250/260 heading instead of the 223 heading it should. I switched the airplane to VOR navigation and began an aggressive left turn to a 180 heading to capture the CRI 223 radial. If there was any deviation it was a small one since we were within a mile of CRI. However; NY Departure called us at this point and asked us if we were turning to a 230 heading; which we were. I replied in the affirmative and within a few seconds the VOR needle centered and we were outbound on the CRI 223 radial towards RNGRR intersection. Once we flew for a few minutes NY Departure cleared us direct RBV and the situation was over. This situation was partly technical error and partly human error. When you input a departure procedure into the FMS it should have the entire procedure in there and not 'half' of it. I'm not sure why the programming stops at CRI VOR and does not continue on the outbound radial to RNGRR intersection. I am 90 percent sure that the other procedure we commonly use; the Canarsie Climb; does have the outbound CRI procedure in the FMS. Of course; as the PIC of the airplane and the one responsible for my passengers; it is ultimately my duty to ensure everything is ok and I missed that error in the FMS procedure/input. I should have more thoroughly reviewed the FMS and if I had any doubt I should have flown the entire inbound/outbound part in regular VOR navigation. It also didn't help that the First Officer was very brand new and wasn't familiar with JFK procedures. I will be more vigilant next time regarding this procedure in JFK and have one display programmed on the FMS and the other side (Captain's or First Officer's) programmed in conventional VOR navigation. That will be a procedure fix in addition to being more vigilant on the human factors side.

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.