Narrative:

ACARS loaded the route into the FMC. It was from dfw runway 36R 'ama..ala..catel..rlg.' the crew must insert the applicable departure (worth 5, ama transition). As we were about to do this and check the route, 2 children and their mother entered the cockpit for 'show and tell' and diverted our attention. After they left, we overlooked inserting the worth 5 departure. This left the route with an estimated 295 degree track direct dfw-ama instead of the 274 degree track dfw-kwick as published on the departure. After takeoff on runway 36R we were cleared to turn to 270 degrees to intercept the dfw 274 degree radial and climb to 17000 ft. We armed LNAV and intercepted the 274 degree radial. We immediately realized what had happened, initiated the correction and inserted the worth 5 ama in the FMC. We got a TCASII RA during the climb from an aircraft on the boids arrival at 11000 ft. We had the other aircraft in sight all the way and so notified departure control. No evasive action was required. 1) this highlights the need for both pilots to check the route and step it through on the FMC prior to departure. 2) it verifies the technique of putting the initial radial to be flown on raw VOR data or as a 'down track' radial on the fix page and checking that it coincides with the FMC active route. (We also failed to do this.) 3) it would be helpful if ACARS would load the departure when it loads the route.

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Original NASA ASRS Text

Title: HDG TRACK DEV ON SID DEP PROC. POTENTIAL CONFLICT LTSS.

Narrative: ACARS LOADED THE RTE INTO THE FMC. IT WAS FROM DFW RWY 36R 'AMA..ALA..CATEL..RLG.' THE CREW MUST INSERT THE APPLICABLE DEP (WORTH 5, AMA TRANSITION). AS WE WERE ABOUT TO DO THIS AND CHK THE RTE, 2 CHILDREN AND THEIR MOTHER ENTERED THE COCKPIT FOR 'SHOW AND TELL' AND DIVERTED OUR ATTN. AFTER THEY LEFT, WE OVERLOOKED INSERTING THE WORTH 5 DEP. THIS LEFT THE RTE WITH AN ESTIMATED 295 DEG TRACK DIRECT DFW-AMA INSTEAD OF THE 274 DEG TRACK DFW-KWICK AS PUBLISHED ON THE DEP. AFTER TKOF ON RWY 36R WE WERE CLRED TO TURN TO 270 DEGS TO INTERCEPT THE DFW 274 DEG RADIAL AND CLB TO 17000 FT. WE ARMED LNAV AND INTERCEPTED THE 274 DEG RADIAL. WE IMMEDIATELY REALIZED WHAT HAD HAPPENED, INITIATED THE CORRECTION AND INSERTED THE WORTH 5 AMA IN THE FMC. WE GOT A TCASII RA DURING THE CLB FROM AN ACFT ON THE BOIDS ARR AT 11000 FT. WE HAD THE OTHER ACFT IN SIGHT ALL THE WAY AND SO NOTIFIED DEP CTL. NO EVASIVE ACTION WAS REQUIRED. 1) THIS HIGHLIGHTS THE NEED FOR BOTH PLTS TO CHK THE RTE AND STEP IT THROUGH ON THE FMC PRIOR TO DEP. 2) IT VERIFIES THE TECHNIQUE OF PUTTING THE INITIAL RADIAL TO BE FLOWN ON RAW VOR DATA OR AS A 'DOWN TRACK' RADIAL ON THE FIX PAGE AND CHKING THAT IT COINCIDES WITH THE FMC ACTIVE RTE. (WE ALSO FAILED TO DO THIS.) 3) IT WOULD BE HELPFUL IF ACARS WOULD LOAD THE DEP WHEN IT LOADS THE RTE.

Data retrieved from NASA's ASRS site as of July 2007 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.