Narrative:

I was the check airman conducting captain oe. After performing my walk around; I performed the first officer duties as on schedule. I never checked the database for currency as it is not part of the first officer flow. While getting the clearance there was extensive radio traffic with clearance/ground and everyone was getting full route clearances. We upon reading back and getting clarification on fixes I have never heard of (due to our new flying in the area). Finally the controller just cleared us back onto the Nuble3. The flight release had us on the Nuble2. This discrepancy was not caught because we were not close to departure time and on-time performance was being sought. When taking the runway; I verified with the controller that we were departing via the Nuble2. He clarified Nuble3. The number difference was realized about 1000 feet airborne. I had not inserted the new charts into my book as they were not to go into effect till (today). I pulled my packet and pulled the chart out to verify fixes. All seemed appropriate to the fixes we were flying and the restrictions for the departure procedure. It was now that we discovered that the IOE captain candidate had not loaded in the current database and we were still operating with the old [database]. We attempted to select the new database; however; system limitations prevent this change in the air. The last ZDC controller gave us a new clearance from the BILIT1 to the DEALE2. He was also inquiring why we were filed on the bilit and not on the deale. Because the database had not been updated; we had the DEALE1. We loaded this and verified all the waypoints; speeds; etc. We did not verify nor catch the fact that the hitek waypoint went from a flyover to a flyby waypoint. The DEALE2 also added a waypoint 4mi south on the 185 radial. We added this waypoint manually. We discovered there was an issue when the airplane turned over hitek rather than before it. This resulted in us being no more than 1 mile west of course. We took measures to return to course; however; were turned shortly thereafter to the base leg. Upon landing we were asked to call the tracon. The controller inquired as to how the turn was encoded in the FMS. By this point the IOE student had loaded the current database. I pulled up the arrival in the database and told him it was coded as per the chart as the proper fly by not over. He informed me we missed the turn; however; no loss of separation had occurred. Failure to load the current database and on-time pressures. Confusion with ATC clearance instructions requiring additional time further pushing workload. There were enough clues though that at some point; we should have stopped and figured it out.

Related reports:

Google
 

Original NASA ASRS Text

Title: Air carrier flight crew reported a track deviation resulted when they departed with an out of date navigation database.

Narrative: I was the check airman conducting Captain OE. After performing my walk around; I performed the FO duties as on schedule. I never checked the database for currency as it is not part of the FO flow. While getting the clearance there was extensive radio traffic with clearance/ground and everyone was getting full route clearances. We upon reading back and getting clarification on fixes I have never heard of (due to our new flying in the area). Finally the controller just cleared us back onto the Nuble3. The flight release had us on the Nuble2. This discrepancy was not caught because we were not close to departure time and on-time performance was being sought. When taking the runway; I verified with the controller that we were departing via the Nuble2. He clarified Nuble3. The number difference was realized about 1000 feet airborne. I had not inserted the new charts into my book as they were not to go into effect till (today). I pulled my packet and pulled the chart out to verify fixes. All seemed appropriate to the fixes we were flying and the restrictions for the departure procedure. It was now that we discovered that the IOE Captain candidate had not loaded in the current database and we were still operating with the old [database]. We attempted to select the new database; however; system limitations prevent this change in the air. The last ZDC controller gave us a new clearance from the BILIT1 to the DEALE2. He was also inquiring why we were filed on the BILIT and not on the DEALE. Because the database had not been updated; we had the DEALE1. We loaded this and verified all the waypoints; speeds; etc. We did not verify nor catch the fact that the HITEK waypoint went from a flyover to a flyby waypoint. The DEALE2 also added a waypoint 4mi south on the 185 radial. We added this waypoint manually. We discovered there was an issue when the airplane turned over HITEK rather than before it. This resulted in us being no more than 1 mile west of course. We took measures to return to course; however; were turned shortly thereafter to the base leg. Upon landing we were asked to call the Tracon. The controller inquired as to how the turn was encoded in the FMS. By this point the IOE student had loaded the current database. I pulled up the arrival in the database and told him it was coded as per the chart as the proper fly by not over. He informed me we missed the turn; however; no loss of separation had occurred. Failure to load the current database and on-time pressures. Confusion with ATC clearance instructions requiring additional time further pushing workload. There were enough clues though that at some point; we should have stopped and figured it out.

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.