Narrative:

Empty repositioning flight. We were on descent on the NORDK5 (not descend via). Slc gave us cross cartr at FL190/280 kts for flow. We had the lda 35 hlmet in the FMS. When we checked in with information ATIS approaching cartr we were given descend 11000 and expect runway 34L information [new ATIS]. I read back the instructions; I set 11000 and told slc I would get [new ATIS] and requested runway 35. Slc replied that traffic for runway 35 was too busy and to plan on the ILS 34L. We now had passed cartr en route to nordk descending to 11000 and I set the FMS up for the ILS 34L. I then proceeded to get [new ATIS] and was heads down writing down the information. Upon acquiring [new ATIS] I looked at the FMS and stated to the pilot flying that we were not flying to anywhere. The FMS had 5 highlighted boxes in magenta with nothing in them. Settt and subsequent fixes were below a white discontinuity line in the FMS in white. I began to type in direct settt when slc called and told us we were left of course and to fly direct to dyann and continue our descent to 11000. We complied. No loss of separation or conflicts occurred. We continued the rest of the NORDK5 and approach to the ILS 34L with no further incidents and landed visually on runway 35. The rockwell collins pro line boxes had a similar problem 4 or 5 years ago where if you changed the runway after passing the first fix on a STAR it could eliminate the fixes or not continue to highlight and fly the appropriate fixes.

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Original NASA ASRS Text

Title: G150 Captain reported a track deviation on the descent into SLC when they failed to notice the FMC had dropped some fixes.

Narrative: Empty Repositioning flight. We were on descent on the NORDK5 (not descend via). SLC gave us Cross CARTR at FL190/280 kts for flow. We had the LDA 35 HLMET in the FMS. When we checked in with information ATIS approaching CARTR we were given descend 11000 and expect Runway 34L information [new ATIS]. I read back the instructions; I set 11000 and told SLC I would get [new ATIS] and requested RWY 35. SLC replied that traffic for Runway 35 was too busy and to plan on the ILS 34L. We now had passed CARTR en route to NORDK descending to 11000 and I set the FMS up for the ILS 34L. I then proceeded to get [new ATIS] and was heads down writing down the information. Upon acquiring [new ATIS] I looked at the FMS and stated to the pilot flying that we were not flying to anywhere. The FMS had 5 highlighted boxes in magenta with nothing in them. SETTT and subsequent fixes were below a white discontinuity line in the FMS in white. I began to type in Direct SETTT when SLC called and told us we were left of course and to fly direct to DYANN and continue our descent to 11000. We complied. No loss of separation or conflicts occurred. We continued the rest of the NORDK5 and approach to the ILS 34L with no further incidents and landed visually on Runway 35. The Rockwell Collins Pro Line boxes had a similar problem 4 or 5 years ago where if you changed the runway after passing the first fix on a STAR it could eliminate the fixes or not continue to highlight and fly the appropriate fixes.

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.