L1011 crew had track deviation on arrival to atl.

Attributes
ACN	458093
Time
Date	199912
Day	Sat
Local Time Of Day	1201 To 1800
Place
Locale Reference	navaid : lgc.vortac
State Reference	GA
Altitude	msl single value : 12000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : atl.tracon
Operator	common carrier : air carrier
Make Model Name	L-1011 Tri-Star All Series
Operating Under FAR Part	Part 121
Navigation In Use	other
Flight Phase	descent : intermediate altitude
Route In Use	arrival : on vectors arrival star : lagrange 8
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Experience	flight time last 90 days : 210 flight time total : 10500 flight time type : 400
ASRS Report	458093
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	non adherence : published procedure non adherence : clearance non adherence : company policies other anomaly other other spatial deviation
Independent Detector	other controllera
Resolutory Action	controller : issued new clearance controller : issued advisory
Supplementary
Problem Areas	Company Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

We were in published holding at la grange VOR (3 turns). Now we are cleared out of holding. We receive a couple of vectors, then are cleared direct lgc and then the lgc arrival. Since we already passed lgc (entering holding), we cannot program the FMS to go direct to lgc. It doesn't matter that we are 25 mi from the VOR (to the southwest). Once we pass lgc, the computer drops it from the waypoint list, and you cannot re-enter it. So, the captain dials in the VOR, and he tracks the direct radial to it. Now, he wants the FMS to navigation the remainder of the arrival. So, he has to go back to lateral navigation mode (from heading) and go direct to the next point on the arrival. Here's the mistake. He put in husky for next point. Husky is on the sinca STAR (approachs atl from southeast). The point he wanted was honie. So the track to husky takes us south of the arrival. Approach sees us deviating right of course, and vectors us back to arrival. I noticed the distance to atl was 65 mi or so, as displayed by the FMS. That didn't seem right (too much by 15 mi or so), but I didn't pursue that, which of course, I should have. Only after we were vectored back to arrival did I catch the waypoint error (captain didn't catch it). Here are some factors, in my mind, concerning my lack of aggressiveness when something just didn't seem right: 1) I was very tired -- end of a 3-DAY trip, and had been woken up both of the previous nights by a call from the company. 2) CRM in the L1011 is marginal with a lot of the capts. In fact, the first couple of legs with this guy, he was doing a lot of instructing to me. This, wrongly I know, causes me to disengage a bit when he is flying. The old guys on the L10 have lots of experience, of course, but I'm not a 'greenhorn' either (flying for 20 yrs, 11 with the airline). The capts rarely ask for crew input, so if you're not flying, the mind wanders (especially when tired).

Original NASA ASRS Text

Title: L1011 CREW HAD TRACK DEV ON ARR TO ATL.

Narrative: WE WERE IN PUBLISHED HOLDING AT LA GRANGE VOR (3 TURNS). NOW WE ARE CLRED OUT OF HOLDING. WE RECEIVE A COUPLE OF VECTORS, THEN ARE CLRED DIRECT LGC AND THEN THE LGC ARR. SINCE WE ALREADY PASSED LGC (ENTERING HOLDING), WE CANNOT PROGRAM THE FMS TO GO DIRECT TO LGC. IT DOESN'T MATTER THAT WE ARE 25 MI FROM THE VOR (TO THE SW). ONCE WE PASS LGC, THE COMPUTER DROPS IT FROM THE WAYPOINT LIST, AND YOU CANNOT RE-ENTER IT. SO, THE CAPT DIALS IN THE VOR, AND HE TRACKS THE DIRECT RADIAL TO IT. NOW, HE WANTS THE FMS TO NAV THE REMAINDER OF THE ARR. SO, HE HAS TO GO BACK TO LATERAL NAV MODE (FROM HDG) AND GO DIRECT TO THE NEXT POINT ON THE ARR. HERE'S THE MISTAKE. HE PUT IN HUSKY FOR NEXT POINT. HUSKY IS ON THE SINCA STAR (APCHS ATL FROM SE). THE POINT HE WANTED WAS HONIE. SO THE TRACK TO HUSKY TAKES US S OF THE ARR. APCH SEES US DEVIATING R OF COURSE, AND VECTORS US BACK TO ARR. I NOTICED THE DISTANCE TO ATL WAS 65 MI OR SO, AS DISPLAYED BY THE FMS. THAT DIDN'T SEEM RIGHT (TOO MUCH BY 15 MI OR SO), BUT I DIDN'T PURSUE THAT, WHICH OF COURSE, I SHOULD HAVE. ONLY AFTER WE WERE VECTORED BACK TO ARR DID I CATCH THE WAYPOINT ERROR (CAPT DIDN'T CATCH IT). HERE ARE SOME FACTORS, IN MY MIND, CONCERNING MY LACK OF AGGRESSIVENESS WHEN SOMETHING JUST DIDN'T SEEM RIGHT: 1) I WAS VERY TIRED -- END OF A 3-DAY TRIP, AND HAD BEEN WOKEN UP BOTH OF THE PREVIOUS NIGHTS BY A CALL FROM THE COMPANY. 2) CRM IN THE L1011 IS MARGINAL WITH A LOT OF THE CAPTS. IN FACT, THE FIRST COUPLE OF LEGS WITH THIS GUY, HE WAS DOING A LOT OF INSTRUCTING TO ME. THIS, WRONGLY I KNOW, CAUSES ME TO DISENGAGE A BIT WHEN HE IS FLYING. THE OLD GUYS ON THE L10 HAVE LOTS OF EXPERIENCE, OF COURSE, BUT I'M NOT A 'GREENHORN' EITHER (FLYING FOR 20 YRS, 11 WITH THE AIRLINE). THE CAPTS RARELY ASK FOR CREW INPUT, SO IF YOU'RE NOT FLYING, THE MIND WANDERS (ESPECIALLY WHEN TIRED).

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.