Narrative:

Enroute to sdf we were issued holding at owb due to heavy thunderstorm activity at sdf. We were instructed to hold south of owb on the 180 radial @ F240 with an efc. We acknowledged the clearance and quickly programmed the FMS for the hold. A brief review of the holding page was accomplished and the hold was activated. The second in command (sic) and I immediately began discussing options for a possible diversionary airport. In addition; we were busy with scrutinizing the radar picture to determine any weather that could impact our current holding situation; route to sdf; or route to diversionary airport. We entered holding at owb and very quickly determined that the holding pattern we programmed was not correct. The incorrect holding pattern rendered us holding north with and inbound course of 180. We immediately recognized the incorrect programming and promptly notified ATC. We told the controller we would re-program the hold and re-enter the hold once we pass over owb. He indicated that we were fine and we could remain in our current holding pattern. Approximately 20-25 minutes we advised ATC that our current holding pattern was placing us in close proximity to the encroaching severe weather and that we would like to hold on the south side as initially instructed. The controller complied with our request and issued new holding instructions. We entered the new hold and held for approximately an additional 15 minutes. After nearly 45 minutes of holding and no evidence of a pending approach clearance; we coordinated with company dispatch and other departments and diverted. At no point was there any conflict with ATC or the numerous aircraft operating/holding in the vicinity of owb.I believe good CRM prevailed in this case. My sic and I recognized the programming error and immediately notified ATC. There was some compression/haste in programming as we were close to the holding fix upon receiving our holding instructions. In retrospect more time could have been spent during the confirmation and activation phase of programming. This will undoubtedly be the case moving forward. I believe fatigue partially contributed to the event; as it was after midnight and we had already completed 2 lengthy flights prior to this ferry. That in combination with the severe weather surrounding our position posed some great human factor challenges for us.

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Original NASA ASRS Text

Title: A G200 Captain reports being cleared to hold south of OWB on the 180 degree radial but inadvertently sets the FMC to hold north of OWB. ATC is advised and the crew is allowed to stay in their current holding pattern. Eventually a diversion is required when the weather did not improve. Fatigue was cited as a factor in the incident.

Narrative: Enroute to SDF we were issued holding at OWB due to heavy thunderstorm activity at SDF. We were instructed to hold south of OWB on the 180 radial @ F240 with an EFC. We acknowledged the clearance and quickly programmed the FMS for the hold. A brief review of the holding page was accomplished and the hold was activated. The Second In Command (SIC) and I immediately began discussing options for a possible diversionary airport. In addition; we were busy with scrutinizing the radar picture to determine any weather that could impact our current holding situation; route to SDF; or route to diversionary airport. We entered holding at OWB and very quickly determined that the holding pattern we programmed was not correct. The incorrect holding pattern rendered us holding north with and inbound course of 180. We immediately recognized the incorrect programming and promptly notified ATC. We told the controller we would re-program the hold and re-enter the hold once we pass over OWB. He indicated that we were fine and we could remain in our current holding pattern. Approximately 20-25 minutes we advised ATC that our current holding pattern was placing us in close proximity to the encroaching severe weather and that we would like to hold on the south side as initially instructed. The controller complied with our request and issued new holding instructions. We entered the new hold and held for approximately an additional 15 minutes. After nearly 45 minutes of holding and no evidence of a pending approach clearance; we coordinated with company dispatch and other departments and diverted. At no point was there any conflict with ATC or the numerous aircraft operating/holding in the vicinity of OWB.I believe good CRM prevailed in this case. My SIC and I recognized the programming error and immediately notified ATC. There was some compression/haste in programming as we were close to the holding fix upon receiving our holding instructions. In retrospect more time could have been spent during the confirmation and activation phase of programming. This will undoubtedly be the case moving forward. I believe fatigue partially contributed to the event; as it was after midnight and we had already completed 2 lengthy flights prior to this ferry. That in combination with the severe weather surrounding our position posed some great human factor challenges for us.

Data retrieved from NASA's ASRS site 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.