Narrative:

During approach to slc, cleared the spane 1 arrival. Although FMS equipped and programmed to fly the STAR, decided to use VOR/DME using #2 VOR (first officer) to track the current leg and #1 VOR (captain) to intercept the next leg. Prior to ffu VOR at approximately 17000 ft, approach cleared us to cross dryve intersection at 15000 ft and puutt intersection at 9000 ft. I was flying the aircraft and understood the clearance to cross dryve intersection at or below 15000 ft and puutt intersection at 9000 ft. I set 9000 ft in the altitude alerter and started down. While tracking outbound from ffu VOR just prior to dryve intersection, descending through approximately 13500 ft approach questioned our altitude then told us to level off at 11000 ft. Just as the captain's CDI was ctring indicating the turn to puutt intersection, approach gave us a turn to 010 degree heading for terrain clearance and indicated the turn was late. At that time the captain's CDI was centered with the correct inbound course set in. I then set the #2 VOR/CDI to the same frequency and course as the #1 and discovered a full DOT (5 degrees) difference in the 2 CDI's. Prior to handing us off, approach remarked that his mother- in-law probably could have done a better job flying the STAR than we did. After landing at slc we requested maintenance check both VOR/CDI's. They brought a test box to the aircraft and determined the captain's #1 CDI was in fact a full DOT (5 degrees) in error. The captain's VOR receiver/transmitter was replaced and checked good prior to flying the next leg.

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Original NASA ASRS Text

Title: MLG FLC FLEW OFF COURSE ON ARR INTO SLC.

Narrative: DURING APCH TO SLC, CLRED THE SPANE 1 ARR. ALTHOUGH FMS EQUIPPED AND PROGRAMMED TO FLY THE STAR, DECIDED TO USE VOR/DME USING #2 VOR (FO) TO TRACK THE CURRENT LEG AND #1 VOR (CAPT) TO INTERCEPT THE NEXT LEG. PRIOR TO FFU VOR AT APPROX 17000 FT, APCH CLRED US TO CROSS DRYVE INTXN AT 15000 FT AND PUUTT INTXN AT 9000 FT. I WAS FLYING THE ACFT AND UNDERSTOOD THE CLRNC TO CROSS DRYVE INTXN AT OR BELOW 15000 FT AND PUUTT INTXN AT 9000 FT. I SET 9000 FT IN THE ALT ALERTER AND STARTED DOWN. WHILE TRACKING OUTBOUND FROM FFU VOR JUST PRIOR TO DRYVE INTXN, DSNDING THROUGH APPROX 13500 FT APCH QUESTIONED OUR ALT THEN TOLD US TO LEVEL OFF AT 11000 FT. JUST AS THE CAPT'S CDI WAS CTRING INDICATING THE TURN TO PUUTT INTXN, APCH GAVE US A TURN TO 010 DEG HDG FOR TERRAIN CLRNC AND INDICATED THE TURN WAS LATE. AT THAT TIME THE CAPT'S CDI WAS CTRED WITH THE CORRECT INBOUND COURSE SET IN. I THEN SET THE #2 VOR/CDI TO THE SAME FREQ AND COURSE AS THE #1 AND DISCOVERED A FULL DOT (5 DEGS) DIFFERENCE IN THE 2 CDI'S. PRIOR TO HANDING US OFF, APCH REMARKED THAT HIS MOTHER- IN-LAW PROBABLY COULD HAVE DONE A BETTER JOB FLYING THE STAR THAN WE DID. AFTER LNDG AT SLC WE REQUESTED MAINT CHK BOTH VOR/CDI'S. THEY BROUGHT A TEST BOX TO THE ACFT AND DETERMINED THE CAPT'S #1 CDI WAS IN FACT A FULL DOT (5 DEGS) IN ERROR. THE CAPT'S VOR RECEIVER/XMITTER WAS REPLACED AND CHKED GOOD PRIOR TO FLYING THE NEXT LEG.

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.