Narrative:

B727 flight from bwi-bda with first officer flying. Flight in moderate turbulence in coastline area just east of sie, while transitioning from paleo departure (bwi) to route B24, just passed overhead sie for omega position accuracy check, climbing through fl 290 for FL330 turning from 96 degrees inbound to 131 degrees outbound heading for outbound B24, ATC called and stated we were entering warning area 107.a and turn right 15 degrees to rejoin B24. At that time we had a 151 degree heading (20 degree crab angle). The first officer turned to about 165 degrees to rejoin. We had full deflection on the CDI, set to 131 degree. The DME was 20 degree east of sie. The first officer stated he was using the RMI to join the airway. He then turned another 20 degrees to the right to join. I checked the omega wind - 210 degree at 122 KTS. Our climb speed was 220 KTS for the turbulence and bank was limited to 15 degrees for same. Omega showed maximum xtk (cross track off course error) of 6.5 NM. At fissh intersection (sie 131/23) the warning area appears to be within 8 mi of airway. On return flight inbound on B24 east of sie it was noticed that the RMI (VOR) needles deferred by 10-12 degrees (#2 suspected to be in error) all of this added up to ATC's radar showing, aircraft in warning area, care must be taken to insure correct course (track) with changing winds (turbulence and strong crosswind) and both pilots and engineer monitor outbound track over fixes to insure correct navigation. I was checking omega coordinates for next fix and monitoring radio, etc during off course correction. I assumed first officer would fly prescribed course and use his CDI as primary not his RMI. We both watched the other and confirmed the outbound and inbound more closely after this.

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Original NASA ASRS Text

Title: SHALLOW TURN COMBINED WITH STRONG WINDS CONTRIBUTED TO ACFT ENTERING WARNING AREA. ATC INTERVENED, CORRECTED ACFT COURSE.

Narrative: B727 FLT FROM BWI-BDA WITH FO FLYING. FLT IN MODERATE TURB IN COASTLINE AREA JUST EAST OF SIE, WHILE TRANSITIONING FROM PALEO DEP (BWI) TO RTE B24, JUST PASSED OVERHEAD SIE FOR OMEGA POS ACCURACY CHK, CLBING THROUGH FL 290 FOR FL330 TURNING FROM 96 DEGS INBOUND TO 131 DEGS OUTBOUND HDG FOR OUTBOUND B24, ATC CALLED AND STATED WE WERE ENTERING WARNING AREA 107.A AND TURN R 15 DEGS TO REJOIN B24. AT THAT TIME WE HAD A 151 DEG HDG (20 DEG CRAB ANGLE). THE FO TURNED TO ABOUT 165 DEGS TO REJOIN. WE HAD FULL DEFLECTION ON THE CDI, SET TO 131 DEG. THE DME WAS 20 DEG E OF SIE. THE FO STATED HE WAS USING THE RMI TO JOIN THE AIRWAY. HE THEN TURNED ANOTHER 20 DEGS TO THE R TO JOIN. I CHKED THE OMEGA WIND - 210 DEG AT 122 KTS. OUR CLB SPD WAS 220 KTS FOR THE TURB AND BANK WAS LIMITED TO 15 DEGS FOR SAME. OMEGA SHOWED MAX XTK (CROSS TRACK OFF COURSE ERROR) OF 6.5 NM. AT FISSH INTXN (SIE 131/23) THE WARNING AREA APPEARS TO BE WITHIN 8 MI OF AIRWAY. ON RETURN FLT INBOUND ON B24 E OF SIE IT WAS NOTICED THAT THE RMI (VOR) NEEDLES DEFERRED BY 10-12 DEGS (#2 SUSPECTED TO BE IN ERROR) ALL OF THIS ADDED UP TO ATC'S RADAR SHOWING, ACFT IN WARNING AREA, CARE MUST BE TAKEN TO INSURE CORRECT COURSE (TRACK) WITH CHANGING WINDS (TURB AND STRONG XWIND) AND BOTH PLTS AND ENGINEER MONITOR OUTBOUND TRACK OVER FIXES TO INSURE CORRECT NAV. I WAS CHKING OMEGA COORDINATES FOR NEXT FIX AND MONITORING RADIO, ETC DURING OFF COURSE CORRECTION. I ASSUMED FO WOULD FLY PRESCRIBED COURSE AND USE HIS CDI AS PRIMARY NOT HIS RMI. WE BOTH WATCHED THE OTHER AND CONFIRMED THE OUTBOUND AND INBOUND MORE CLOSELY AFTER THIS.

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.