Narrative:

Departed jfk runway 31L. Routing was kennedy 7. Breezy point climb, direct rbv, J230 byrdd. I selected (during preflight) kennedy 7 departure from FMC database (no transition available in database) then programmed rest of route into FMC (rbv, J230 byrdd...). When first officer returned from preflight walkaround, I requested that he verify the pre departure clearance and FMC, which he did. At the gate (prior to push) and during taxi out, I briefed the kennedy 7. Breezy point climb. Prior to takeoff, I decided to use LNAV at 400 ft instead of using heading select and VOR localizer mode. LNAV worked fine, directing aircraft to cri VOR. However, after cri VOR we were required to fly outbound on the cri 223 degree radial. FMC was programmed to fly direct to rbv after cri. Shortly after passing cri VOR, departure called and told us to turn to a heading of 190 degrees and intercept the cri 223 degree radial. FMC did exactly what it was programmed to do. I failed to insert a fix that would allow the FMC to fly outbound on the cri 223 degree radial (ie, 223 degrees/10 DME waypoint) and my first officer did not catch the mistake. I always doublechk the routing, especially all departure and arrival fixes. Somehow I overlooked a cri 223 degree fix. Part of the oversight was caused by rushing (we arrived a little late for departure). The other part was the fact that the FMC did not offer a transition after the cri VOR. This should have raised a red flag. Additionally. I originally planned to use heading mode and VOR/localizer mode for the departure. On taxi out, I changed to visual LNAV (never change codes in the middle of the stream).

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Original NASA ASRS Text

Title: CAPT OF A B737-500 FAILED TO FOLLOW THE SID DEP TRACK TRANSITION DUE TO USING THE WRONG FMC MODE SELECTION.

Narrative: DEPARTED JFK RWY 31L. ROUTING WAS KENNEDY 7. BREEZY POINT CLB, DIRECT RBV, J230 BYRDD. I SELECTED (DURING PREFLT) KENNEDY 7 DEP FROM FMC DATABASE (NO TRANSITION AVAILABLE IN DATABASE) THEN PROGRAMMED REST OF RTE INTO FMC (RBV, J230 BYRDD...). WHEN FO RETURNED FROM PREFLT WALKAROUND, I REQUESTED THAT HE VERIFY THE PDC AND FMC, WHICH HE DID. AT THE GATE (PRIOR TO PUSH) AND DURING TAXI OUT, I BRIEFED THE KENNEDY 7. BREEZY POINT CLB. PRIOR TO TKOF, I DECIDED TO USE LNAV AT 400 FT INSTEAD OF USING HDG SELECT AND VOR LOC MODE. LNAV WORKED FINE, DIRECTING ACFT TO CRI VOR. HOWEVER, AFTER CRI VOR WE WERE REQUIRED TO FLY OUTBOUND ON THE CRI 223 DEG RADIAL. FMC WAS PROGRAMMED TO FLY DIRECT TO RBV AFTER CRI. SHORTLY AFTER PASSING CRI VOR, DEP CALLED AND TOLD US TO TURN TO A HDG OF 190 DEGS AND INTERCEPT THE CRI 223 DEG RADIAL. FMC DID EXACTLY WHAT IT WAS PROGRAMMED TO DO. I FAILED TO INSERT A FIX THAT WOULD ALLOW THE FMC TO FLY OUTBOUND ON THE CRI 223 DEG RADIAL (IE, 223 DEGS/10 DME WAYPOINT) AND MY FO DID NOT CATCH THE MISTAKE. I ALWAYS DOUBLECHK THE ROUTING, ESPECIALLY ALL DEP AND ARR FIXES. SOMEHOW I OVERLOOKED A CRI 223 DEG FIX. PART OF THE OVERSIGHT WAS CAUSED BY RUSHING (WE ARRIVED A LITTLE LATE FOR DEP). THE OTHER PART WAS THE FACT THAT THE FMC DID NOT OFFER A TRANSITION AFTER THE CRI VOR. THIS SHOULD HAVE RAISED A RED FLAG. ADDITIONALLY. I ORIGINALLY PLANNED TO USE HDG MODE AND VOR/LOC MODE FOR THE DEP. ON TAXI OUT, I CHANGED TO VISUAL LNAV (NEVER CHANGE CODES IN THE MIDDLE OF THE STREAM).

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.