Narrative:

Heading 300 degrees cleared to intercept J115 anc VOR 350 degree radial outbound. As PF I had map mode selected on my ehsi and the J115 course was not in. Requested PNF to give me the airway as a course to intercept and I thought he did so correctly. He was in raw data mode on his ehsi to confirm radial intercept raw data. Somehow, in turbulence (light), with a 40 KT tailwind and as I accelerated to 230 KIAS (to better accommodate the airspeed fluctuations in turbulence) I flew through the radial. My course line was still ahead of me and I was intercepting it when departure control called and said 'I think you just missed the radial. Turn right to 020 degrees to intercept J115.' the PNF and I both went to raw data and turned to reintercept the radial. Somehow, the FMC course line was bogus, even though I doublechked its bearing to fai as 350 degrees -- correct. And the raw data check we had set up as a backup to our FMC course didn't alert us to the missed intercept. The vigilant controller alerted us. I believe that we would have detected the error within moments of his call as we were in the turn to intercept and our xchk of raw data would have caught up to the situation. Intercept point is about 8 NM from the VOR, fairly close for our accelerating situation. (No in-flight conflicts were noted.) this situation was easily preventable by verifying before the departure that the correct course is loaded in the FMC and by anticipating the closure rate to the airway with a tailwind and an accelerating airplane. I believed that I verified the routing in the FMC as correct before we left the gate, but did not reverify it during our 2 deicing procedures as we sat on the ramp for 20 mins. I did have time to reverify as we were being deiced and will use that time wisely in the future. This airway overshoot was preventable on the ground.

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Original NASA ASRS Text

Title: HDG DEV OCCURS AS FLC OVERSHOOTS RADIAL INTERCEPT.

Narrative: HDG 300 DEGS CLRED TO INTERCEPT J115 ANC VOR 350 DEG RADIAL OUTBOUND. AS PF I HAD MAP MODE SELECTED ON MY EHSI AND THE J115 COURSE WAS NOT IN. REQUESTED PNF TO GIVE ME THE AIRWAY AS A COURSE TO INTERCEPT AND I THOUGHT HE DID SO CORRECTLY. HE WAS IN RAW DATA MODE ON HIS EHSI TO CONFIRM RADIAL INTERCEPT RAW DATA. SOMEHOW, IN TURB (LIGHT), WITH A 40 KT TAILWIND AND AS I ACCELERATED TO 230 KIAS (TO BETTER ACCOMMODATE THE AIRSPD FLUCTUATIONS IN TURB) I FLEW THROUGH THE RADIAL. MY COURSE LINE WAS STILL AHEAD OF ME AND I WAS INTERCEPTING IT WHEN DEP CTL CALLED AND SAID 'I THINK YOU JUST MISSED THE RADIAL. TURN R TO 020 DEGS TO INTERCEPT J115.' THE PNF AND I BOTH WENT TO RAW DATA AND TURNED TO REINTERCEPT THE RADIAL. SOMEHOW, THE FMC COURSE LINE WAS BOGUS, EVEN THOUGH I DOUBLECHKED ITS BEARING TO FAI AS 350 DEGS -- CORRECT. AND THE RAW DATA CHK WE HAD SET UP AS A BACKUP TO OUR FMC COURSE DIDN'T ALERT US TO THE MISSED INTERCEPT. THE VIGILANT CTLR ALERTED US. I BELIEVE THAT WE WOULD HAVE DETECTED THE ERROR WITHIN MOMENTS OF HIS CALL AS WE WERE IN THE TURN TO INTERCEPT AND OUR XCHK OF RAW DATA WOULD HAVE CAUGHT UP TO THE SIT. INTERCEPT POINT IS ABOUT 8 NM FROM THE VOR, FAIRLY CLOSE FOR OUR ACCELERATING SIT. (NO INFLT CONFLICTS WERE NOTED.) THIS SIT WAS EASILY PREVENTABLE BY VERIFYING BEFORE THE DEP THAT THE CORRECT COURSE IS LOADED IN THE FMC AND BY ANTICIPATING THE CLOSURE RATE TO THE AIRWAY WITH A TAILWIND AND AN ACCELERATING AIRPLANE. I BELIEVED THAT I VERIFIED THE ROUTING IN THE FMC AS CORRECT BEFORE WE LEFT THE GATE, BUT DID NOT REVERIFY IT DURING OUR 2 DEICING PROCS AS WE SAT ON THE RAMP FOR 20 MINS. I DID HAVE TIME TO REVERIFY AS WE WERE BEING DEICED AND WILL USE THAT TIME WISELY IN THE FUTURE. THIS AIRWAY OVERSHOOT WAS PREVENTABLE ON THE GND.

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.