Narrative:

We were approaching clt from the north on the IVANE5 arrival. Prior to starting the arrival; I visually checked the intersections as programmed in our UNS1Esp navigation radios. All appeared as it should have. We received a 'descend via' clearance as we started in the gate at the lyh fix. Due to weather; we were approved a deviation around some buildups at approximately the kells and mstrd intersections. Our deviation was to the south east. Once clear of the weather; we were cleared back to intercept and rejoin the route. At this time I noticed the VNAV page did not display any of the crossing altitudes as depicted on the chart. As the fixes and altitudes were displayed in the flight plan; I spent some time getting the VNAV page to accept the crossing fixes while rejoining the arrival midway.as we approached the transition fix of ivane; my captain (PF); noted there was not any routing after to indicate our next fix. The navigation unit appeared to be programmed as required for the ILS 23 approach as required by the STAR; but the transition legs were no longer displayed after I had reestablished the VNAV part of the route. It is unclear if this VNAV issue caused the navigation unit to dump the route after the ivane fix. At this time; I attempted to right the error; and reselect the arrival route. As we are taught to 'aviate; navigate; communicate;' I neglected to inform charlotte of our navigation difficulties in a timely manner. The fp did follow the headings on the chart as best as possible; turning toward babze and blnco; as I struggled to reprogram the navigation. We were no more than a couple of miles past ivane when charlotte approach gave us a heading and altitude plus a runway change to 18L. This took us off the STAR. The controller asked if we were on the IVANE5; to which we said yes. At that time; a short discussion of the benefits of assigning runways a greater distance from the airport took place. From that point on the approach and landing went well. Then as we cleared the runway the tower gave us a phone number to call; 'at our convenience;' and stated; 'possible pilot deviation.' we did not call the number at that time; electing to ask questions of counsel before making the call.to reduce and/or eliminate the issue with the STAR and its programming; we are going back to school. Universal will be contacted to supply training advise for the universal navigation radios in relation to the 'descend via STAR' and to assure the unique runway transitions are displayed.confess early: get off the restricted route if the navigation radio isn't performing correctly. Involve ATC in corrective action.further: all SID and STAR routes will be reviewed and visually confirmed by the crew before the initial entrance of the procedure. The option to refuse the procedure will also be utilized if there is a quick switch of arrivals and little time to reprogram the box.

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Original NASA ASRS Text

Title: CE560 flight crew reports losing NAV capability shortly after returning to the IVANE5 RNAV from deviations around weather. ATC is not advised in a timely manner and Radar vectors to a different runway are issued. The crew is asked to call Approach Control at their convenience.

Narrative: We were approaching CLT from the north on the IVANE5 arrival. Prior to starting the arrival; I visually checked the intersections as programmed in our UNS1Esp NAV radios. All appeared as it should have. We received a 'Descend Via' clearance as we started in the gate at the LYH fix. Due to weather; we were approved a deviation around some buildups at approximately the KELLS and MSTRD intersections. Our deviation was to the south east. Once clear of the weather; we were cleared back to intercept and rejoin the route. At this time I noticed the VNAV page did not display any of the crossing altitudes as depicted on the chart. As the fixes and altitudes were displayed in the flight plan; I spent some time getting the VNAV page to accept the crossing fixes while rejoining the arrival midway.As we approached the transition fix of IVANE; my captain (PF); noted there was not any routing after to indicate our next fix. The navigation unit appeared to be programmed as required for the ILS 23 approach as required by the STAR; but the transition legs were no longer displayed after I had reestablished the VNAV part of the route. It is unclear if this VNAV issue caused the NAV unit to dump the route after the IVANE fix. At this time; I attempted to right the error; and reselect the arrival route. As we are taught to 'AVIATE; NAVIGATE; COMMUNICATE;' I neglected to inform Charlotte of our NAV difficulties in a timely manner. The FP did follow the headings on the chart as best as possible; turning toward BABZE and BLNCO; as I struggled to reprogram the NAV. We were no more than a couple of miles past IVANE when Charlotte Approach gave us a heading and altitude plus a runway change to 18L. This took us off the STAR. The controller asked if we were on the IVANE5; to which we said yes. At that time; a short discussion of the benefits of assigning runways a greater distance from the airport took place. From that point on the approach and landing went well. Then as we cleared the runway the tower gave us a phone number to call; 'at our convenience;' and stated; 'Possible Pilot Deviation.' We did not call the number at that time; electing to ask questions of counsel before making the call.To reduce and/or eliminate the issue with the STAR and its programming; we are going back to school. Universal will be contacted to supply training advise for the universal NAV radios in relation to the 'descend via STAR' and to assure the unique runway transitions are displayed.Confess early: Get off the restricted route if the NAV radio isn't performing correctly. Involve ATC in corrective action.Further: all SID and STAR routes will be reviewed and visually confirmed by the crew before the initial entrance of the procedure. The option to refuse the procedure will also be utilized if there is a quick switch of arrivals and little time to reprogram the box.

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.