Narrative:

I was the PF and we were proceeding north on J85 from hvq to bliss intersection. Our clearance was to go from bliss intersection direct to tvt and then the keatn 1 arrival at cleveland. A few mi before we reached bliss the captain attempted to call our company and receive cle ATIS. He then realized that he wasn't receiving any signal on communication #2. To this point, I had only set up to identify bliss intersection with 62 DME off of djb VOR. The captain asked me to try my transmitter for communication #2 to see if it was just his audio panel, which I did. This took our attention away from navigation. That was my mistake because I should have not tried to deal with the problem unless I gave control of the plane to the captain. The end result was that I flew past bliss intersection by approximately 5 mi or 1 min of flight time before turning to tiverton VOR. Because bliss intersection is so close to the VOR we ended up flying southwest to reach tvt then had to make about a 180 degree turn to get back on the 040 degree radial off tvt. By flying past bliss we were almost on the 040 degree radial before the turn, but did not realize this until we were pointed at tvt. This caused confusion with the controller as to what we were doing. Instead of trying to get back on course we should have called center and asked for help from our position. Contributing factors: the captain and I were dealing with a problem in the cockpit which caused us to pass bliss. No chart that we had contains both bliss intersection and tiverton VOR. We had a commercial hi chart which has bliss, but not tiverton. We had a commercial lo chart which shows tiverton, but does not show bliss, and the keatn 1 arrival which has tiverton, but not bliss. Without having both of these on any one chart there is no way to tell how close bliss is to tiverton, so when we did pass bliss we did not realize that going direct to tiverton would be such a different course than if we had made the turn exactly at bliss. Supplemental information from acn 392663: the leading edge boots did not clear the ice of the wings. I believe due to the nature of the ice, not the ability of the boots. But I was trying to determine if the boots were working properly or not so that I could let maintenance know if we had a problem. It had been dark and was now dawn, we had difficulty seeing the boots function. Both of us were looking at the wing boots often to determine their status. Due to the distraction, we had crossed bliss intersection without turning to tvt VOR. We turned about 5-6 mi late.

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Original NASA ASRS Text

Title: AN ACR E120 FLC GOT DISTR WITH ACFT EQUIP PROBS AND DELAYED A TURN TO THE NEXT NAV POINT. THE ARTCC CTLR SAW THE RTE ERROR.

Narrative: I WAS THE PF AND WE WERE PROCEEDING N ON J85 FROM HVQ TO BLISS INTXN. OUR CLRNC WAS TO GO FROM BLISS INTXN DIRECT TO TVT AND THEN THE KEATN 1 ARR AT CLEVELAND. A FEW MI BEFORE WE REACHED BLISS THE CAPT ATTEMPTED TO CALL OUR COMPANY AND RECEIVE CLE ATIS. HE THEN REALIZED THAT HE WASN'T RECEIVING ANY SIGNAL ON COM #2. TO THIS POINT, I HAD ONLY SET UP TO IDENT BLISS INTXN WITH 62 DME OFF OF DJB VOR. THE CAPT ASKED ME TO TRY MY XMITTER FOR COM #2 TO SEE IF IT WAS JUST HIS AUDIO PANEL, WHICH I DID. THIS TOOK OUR ATTN AWAY FROM NAV. THAT WAS MY MISTAKE BECAUSE I SHOULD HAVE NOT TRIED TO DEAL WITH THE PROB UNLESS I GAVE CTL OF THE PLANE TO THE CAPT. THE END RESULT WAS THAT I FLEW PAST BLISS INTXN BY APPROX 5 MI OR 1 MIN OF FLT TIME BEFORE TURNING TO TIVERTON VOR. BECAUSE BLISS INTXN IS SO CLOSE TO THE VOR WE ENDED UP FLYING SW TO REACH TVT THEN HAD TO MAKE ABOUT A 180 DEG TURN TO GET BACK ON THE 040 DEG RADIAL OFF TVT. BY FLYING PAST BLISS WE WERE ALMOST ON THE 040 DEG RADIAL BEFORE THE TURN, BUT DID NOT REALIZE THIS UNTIL WE WERE POINTED AT TVT. THIS CAUSED CONFUSION WITH THE CTLR AS TO WHAT WE WERE DOING. INSTEAD OF TRYING TO GET BACK ON COURSE WE SHOULD HAVE CALLED CTR AND ASKED FOR HELP FROM OUR POS. CONTRIBUTING FACTORS: THE CAPT AND I WERE DEALING WITH A PROB IN THE COCKPIT WHICH CAUSED US TO PASS BLISS. NO CHART THAT WE HAD CONTAINS BOTH BLISS INTXN AND TIVERTON VOR. WE HAD A COMMERCIAL HI CHART WHICH HAS BLISS, BUT NOT TIVERTON. WE HAD A COMMERCIAL LO CHART WHICH SHOWS TIVERTON, BUT DOES NOT SHOW BLISS, AND THE KEATN 1 ARR WHICH HAS TIVERTON, BUT NOT BLISS. WITHOUT HAVING BOTH OF THESE ON ANY ONE CHART THERE IS NO WAY TO TELL HOW CLOSE BLISS IS TO TIVERTON, SO WHEN WE DID PASS BLISS WE DID NOT REALIZE THAT GOING DIRECT TO TIVERTON WOULD BE SUCH A DIFFERENT COURSE THAN IF WE HAD MADE THE TURN EXACTLY AT BLISS. SUPPLEMENTAL INFO FROM ACN 392663: THE LEADING EDGE BOOTS DID NOT CLR THE ICE OF THE WINGS. I BELIEVE DUE TO THE NATURE OF THE ICE, NOT THE ABILITY OF THE BOOTS. BUT I WAS TRYING TO DETERMINE IF THE BOOTS WERE WORKING PROPERLY OR NOT SO THAT I COULD LET MAINT KNOW IF WE HAD A PROB. IT HAD BEEN DARK AND WAS NOW DAWN, WE HAD DIFFICULTY SEEING THE BOOTS FUNCTION. BOTH OF US WERE LOOKING AT THE WING BOOTS OFTEN TO DETERMINE THEIR STATUS. DUE TO THE DISTR, WE HAD CROSSED BLISS INTXN WITHOUT TURNING TO TVT VOR. WE TURNED ABOUT 5-6 MI LATE.

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.