Flight crew of cl-65RJ has heading system failure during departure from dfw.

Attributes
ACN	554925
Time
Date	200207
Day	Tue
Local Time Of Day	1201 To 1800
Place
Locale Reference	navaid : ttt.vor
State Reference	TX
Altitude	msl bound lower : 1000 msl bound upper : 10000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : d10.tracon
Operator	common carrier : air carrier
Make Model Name	Regional Jet CL65, Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Navigation In Use	other
Flight Phase	climbout : vacating altitude climbout : initial
Route In Use	departure sid : dall 6
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : cfi pilot : atp
Experience	flight time last 90 days : 260 flight time total : 12400 flight time type : 3100
ASRS Report	554925
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Events
Anomaly	aircraft equipment problem : critical non adherence : clearance non adherence : published procedure other spatial deviation
Independent Detector	aircraft equipment other aircraft equipment : heading comparitor (heading system) other controllerb other flight crewa
Resolutory Action	aircraft : equipment problem dissipated controller : provided flight assist flight crew : overcame equipment problem
Consequence	faa : reviewed incident with flight crew other
Supplementary
Problem Areas	Flight Crew Human Performance Aircraft
Primary Problem	Flight Crew Human Performance

Narrative:

While at the gate, I programmed the FMS. We had a heading comparator warning, ie, the pilot's and copilot's headings are not matched up. We had manually matched up the heading information on our EFIS tubes. As we taxied to runway 17R, short of the runway, a heading warning came on again, so after we lined up on the runway we again manually matched up the headings. On our FMS we do not have GPS information, so we can press a button 'runway update' to give the FMS a more accurate starting point, as opposed to the gate location, and then taxi 2 mi to the runway. I was distraction with getting the headings lined up and I did not press the 'runway update.' I had a very new, 100 hour in type, copilot. We were on the dall 6 SID. Shortly after takeoff, we got another heading warning. We switched to a departure controller. The SID was: fly 174 degree heading, so with the autoplt in heading mode, I was trying to fly with the standby magnetic compass. The controller gave us a left turn to an east heading. For whatever reason the airplane was only doing about 18 degrees of bank at 250 KIAS. The controller told us to tighten the turn and turn further left to 070 degree heading (I think). So, now I turned off the autoplt and did a 30 degree bank while flying on the standby compass. At this time the FMS got lost and gave us a 'check position warning.' the controller then told us to join the maverick 084 degree radial. I asked the copilot to select VOR green data on his side and dial in maverick 084 degree radial. He was lost at this time. So I (while hand flying) dialed in 113.1 and 084 degree radial. I turned the autoplt back on. The copilot was starting to catch up. The controller gave us direct soldo intersection. I got the headings realigned and shortly thereafter reinitialized the FMS position. The only thing I would have done differently would be to let the controller know we had a heading and FMS problem. The controller did contact our company and wondered why rj's couldn't follow a normal ground track. We are researching to see if other crews have multiple heading warnings at dfw like we have at lga.

Original NASA ASRS Text

Title: FLC OF CL-65RJ HAS HDG SYS FAILURE DURING DEP FROM DFW.

Narrative: WHILE AT THE GATE, I PROGRAMMED THE FMS. WE HAD A HDG COMPARATOR WARNING, IE, THE PLT'S AND COPLT'S HDGS ARE NOT MATCHED UP. WE HAD MANUALLY MATCHED UP THE HDG INFO ON OUR EFIS TUBES. AS WE TAXIED TO RWY 17R, SHORT OF THE RWY, A HDG WARNING CAME ON AGAIN, SO AFTER WE LINED UP ON THE RWY WE AGAIN MANUALLY MATCHED UP THE HDGS. ON OUR FMS WE DO NOT HAVE GPS INFO, SO WE CAN PRESS A BUTTON 'RWY UPDATE' TO GIVE THE FMS A MORE ACCURATE STARTING POINT, AS OPPOSED TO THE GATE LOCATION, AND THEN TAXI 2 MI TO THE RWY. I WAS DISTR WITH GETTING THE HDGS LINED UP AND I DID NOT PRESS THE 'RWY UPDATE.' I HAD A VERY NEW, 100 HR IN TYPE, COPLT. WE WERE ON THE DALL 6 SID. SHORTLY AFTER TKOF, WE GOT ANOTHER HDG WARNING. WE SWITCHED TO A DEP CTLR. THE SID WAS: FLY 174 DEG HDG, SO WITH THE AUTOPLT IN HDG MODE, I WAS TRYING TO FLY WITH THE STANDBY MAGNETIC COMPASS. THE CTLR GAVE US A L TURN TO AN E HDG. FOR WHATEVER REASON THE AIRPLANE WAS ONLY DOING ABOUT 18 DEGS OF BANK AT 250 KIAS. THE CTLR TOLD US TO TIGHTEN THE TURN AND TURN FURTHER L TO 070 DEG HDG (I THINK). SO, NOW I TURNED OFF THE AUTOPLT AND DID A 30 DEG BANK WHILE FLYING ON THE STANDBY COMPASS. AT THIS TIME THE FMS GOT LOST AND GAVE US A 'CHK POS WARNING.' THE CTLR THEN TOLD US TO JOIN THE MAVERICK 084 DEG RADIAL. I ASKED THE COPLT TO SELECT VOR GREEN DATA ON HIS SIDE AND DIAL IN MAVERICK 084 DEG RADIAL. HE WAS LOST AT THIS TIME. SO I (WHILE HAND FLYING) DIALED IN 113.1 AND 084 DEG RADIAL. I TURNED THE AUTOPLT BACK ON. THE COPLT WAS STARTING TO CATCH UP. THE CTLR GAVE US DIRECT SOLDO INTXN. I GOT THE HDGS REALIGNED AND SHORTLY THEREAFTER REINITIALIZED THE FMS POS. THE ONLY THING I WOULD HAVE DONE DIFFERENTLY WOULD BE TO LET THE CTLR KNOW WE HAD A HDG AND FMS PROB. THE CTLR DID CONTACT OUR COMPANY AND WONDERED WHY RJ'S COULDN'T FOLLOW A NORMAL GND TRACK. WE ARE RESEARCHING TO SEE IF OTHER CREWS HAVE MULTIPLE HDG WARNINGS AT DFW LIKE WE HAVE AT LGA.

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.