Narrative:

Prior events: last day of 6 day trip, with previous day flying back side of the clock from bkk. Although I had only been up for 2.8 hours, that was after a 2 hour nap, and being awake for the previous 12 hours. Tired, I had already negotiated with one of the relief pilots to take the first break. Uneventful ground operations, fairly rapid taxi out (15 mins block to takeoff). One other aircraft takeoff prior. No sense of rush, but also very little time to identify subsequent problem and rectify once taxi had begun. Event: the problem itself was that the choshi 1 departure for runway 31L at nrt was not loaded in the FMC at the time of departure, although the captain later remembered loading it and indicated it must have dropped out of the computer. No specific recollection that it was in the FMC at the time of my route verification. After a normal takeoff and raising the gear, I noticed that there was no departure displayed on the navigation display. After cycling through the various ranges to see if I could identify a waypoint, I went to the departure/arrival key to try to plug in the departure. This took longer than anticipated, as the first page that came up was the arrs page. After using the index and cycling through the departure/arrival page, I got the departures page. This indicated runway 35L as loaded, but with no departure. While this was going on, I switched frequency at tower's request, made a departure call to ATC, and the relief pilot in the center jumpseat called out to the captain, obviously reading from her SID, to fly straight ahead to 6 DME and then turn right 185 degrees to yq (NDB). In the meantime, I had reloaded the choshi 1 in the FMC and gotten a display up on navigation display. The display at that point did not provide much useful information at the 10 DME range, showing a turn line to the right, disconnected from a diagonal course line further to the right. By this time the captain had entered the right turn to 185 degrees back to yq. While he was in the turn, I loaded yq (at the relief pilot's suggestion) in the navigation page and entered direct to yq in the FMC. The magenta line indicated a reverse turn back and a line that looked like it would intersect the previously indicated line at what I presume was yq. Outcome of event: in our right turn back to yq, while passing through an estimated heading of 050 degrees, nrt departure asked if we were flying the choshi 1. After answering him in the affirmative, and passing through an approximately heading of 90 degrees, ATC rogered us and gave us a vector heading back to 70 degrees, told us to level at 7000 ft (a SID restr), and that the vectors were to pabba. Other than what may have been implied by his original query, the controller gave no further (or direct) indication of a navigation deviation. Human factors: irrespective of a possible navigation deviation, which I don't believe occurred, the human factor lesson learned was that there was a programmed reflex (the automatic nature of which was probably heightened by fatigue) to immediately go to the FMC and fix the picture on the navigation display. This, rather than to just back up the captain with what was a rather simple raw data SID profile. This conditioned tendency to get sucked into the box (FMC) rather than just going raw data to back up the captain, was further potentiated by the knowledge that the relief pilot was already giving the captain as much raw data assistance as he could handle. While the information the relief pilot provided was definitely appreciated, valid and helpful to the situation, it did add significant mental noise to the circumstance. I would further suggest that cumulative effect of fatigue associated with a 6-DAY pacific trip (not to mention a back side of the clock bkk tag) was a significant subsidiary human factor. Supplemental information from acn 594805: had departure procedure (choshi) for runway 16R loaded in FMC instead of runway 34L. Therefore, did not follow proper departure route.

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Original NASA ASRS Text

Title: B777-200 CREW HAD A TRACK DEV AT RJAA AFTER THE DEP SID WAS NOT IN THE NAV DISPLAY.

Narrative: PRIOR EVENTS: LAST DAY OF 6 DAY TRIP, WITH PREVIOUS DAY FLYING BACK SIDE OF THE CLOCK FROM BKK. ALTHOUGH I HAD ONLY BEEN UP FOR 2.8 HRS, THAT WAS AFTER A 2 HR NAP, AND BEING AWAKE FOR THE PREVIOUS 12 HRS. TIRED, I HAD ALREADY NEGOTIATED WITH ONE OF THE RELIEF PLTS TO TAKE THE FIRST BREAK. UNEVENTFUL GND OPS, FAIRLY RAPID TAXI OUT (15 MINS BLOCK TO TKOF). ONE OTHER ACFT TKOF PRIOR. NO SENSE OF RUSH, BUT ALSO VERY LITTLE TIME TO IDENT SUBSEQUENT PROB AND RECTIFY ONCE TAXI HAD BEGUN. EVENT: THE PROB ITSELF WAS THAT THE CHOSHI 1 DEP FOR RWY 31L AT NRT WAS NOT LOADED IN THE FMC AT THE TIME OF DEP, ALTHOUGH THE CAPT LATER REMEMBERED LOADING IT AND INDICATED IT MUST HAVE DROPPED OUT OF THE COMPUTER. NO SPECIFIC RECOLLECTION THAT IT WAS IN THE FMC AT THE TIME OF MY RTE VERIFICATION. AFTER A NORMAL TKOF AND RAISING THE GEAR, I NOTICED THAT THERE WAS NO DEP DISPLAYED ON THE NAV DISPLAY. AFTER CYCLING THROUGH THE VARIOUS RANGES TO SEE IF I COULD IDENT A WAYPOINT, I WENT TO THE DEP/ARR KEY TO TRY TO PLUG IN THE DEP. THIS TOOK LONGER THAN ANTICIPATED, AS THE FIRST PAGE THAT CAME UP WAS THE ARRS PAGE. AFTER USING THE INDEX AND CYCLING THROUGH THE DEP/ARR PAGE, I GOT THE DEPS PAGE. THIS INDICATED RWY 35L AS LOADED, BUT WITH NO DEP. WHILE THIS WAS GOING ON, I SWITCHED FREQ AT TWR'S REQUEST, MADE A DEP CALL TO ATC, AND THE RELIEF PLT IN THE CTR JUMPSEAT CALLED OUT TO THE CAPT, OBVIOUSLY READING FROM HER SID, TO FLY STRAIGHT AHEAD TO 6 DME AND THEN TURN R 185 DEGS TO YQ (NDB). IN THE MEANTIME, I HAD RELOADED THE CHOSHI 1 IN THE FMC AND GOTTEN A DISPLAY UP ON NAV DISPLAY. THE DISPLAY AT THAT POINT DID NOT PROVIDE MUCH USEFUL INFO AT THE 10 DME RANGE, SHOWING A TURN LINE TO THE R, DISCONNECTED FROM A DIAGONAL COURSE LINE FURTHER TO THE R. BY THIS TIME THE CAPT HAD ENTERED THE R TURN TO 185 DEGS BACK TO YQ. WHILE HE WAS IN THE TURN, I LOADED YQ (AT THE RELIEF PLT'S SUGGESTION) IN THE NAV PAGE AND ENTERED DIRECT TO YQ IN THE FMC. THE MAGENTA LINE INDICATED A REVERSE TURN BACK AND A LINE THAT LOOKED LIKE IT WOULD INTERSECT THE PREVIOUSLY INDICATED LINE AT WHAT I PRESUME WAS YQ. OUTCOME OF EVENT: IN OUR R TURN BACK TO YQ, WHILE PASSING THROUGH AN ESTIMATED HDG OF 050 DEGS, NRT DEP ASKED IF WE WERE FLYING THE CHOSHI 1. AFTER ANSWERING HIM IN THE AFFIRMATIVE, AND PASSING THROUGH AN APPROX HDG OF 90 DEGS, ATC ROGERED US AND GAVE US A VECTOR HDG BACK TO 70 DEGS, TOLD US TO LEVEL AT 7000 FT (A SID RESTR), AND THAT THE VECTORS WERE TO PABBA. OTHER THAN WHAT MAY HAVE BEEN IMPLIED BY HIS ORIGINAL QUERY, THE CTLR GAVE NO FURTHER (OR DIRECT) INDICATION OF A NAV DEV. HUMAN FACTORS: IRRESPECTIVE OF A POSSIBLE NAV DEV, WHICH I DON'T BELIEVE OCCURRED, THE HUMAN FACTOR LESSON LEARNED WAS THAT THERE WAS A PROGRAMMED REFLEX (THE AUTOMATIC NATURE OF WHICH WAS PROBABLY HEIGHTENED BY FATIGUE) TO IMMEDIATELY GO TO THE FMC AND FIX THE PICTURE ON THE NAV DISPLAY. THIS, RATHER THAN TO JUST BACK UP THE CAPT WITH WHAT WAS A RATHER SIMPLE RAW DATA SID PROFILE. THIS CONDITIONED TENDENCY TO GET SUCKED INTO THE BOX (FMC) RATHER THAN JUST GOING RAW DATA TO BACK UP THE CAPT, WAS FURTHER POTENTIATED BY THE KNOWLEDGE THAT THE RELIEF PLT WAS ALREADY GIVING THE CAPT AS MUCH RAW DATA ASSISTANCE AS HE COULD HANDLE. WHILE THE INFO THE RELIEF PLT PROVIDED WAS DEFINITELY APPRECIATED, VALID AND HELPFUL TO THE SIT, IT DID ADD SIGNIFICANT MENTAL NOISE TO THE CIRCUMSTANCE. I WOULD FURTHER SUGGEST THAT CUMULATIVE EFFECT OF FATIGUE ASSOCIATED WITH A 6-DAY PACIFIC TRIP (NOT TO MENTION A BACK SIDE OF THE CLOCK BKK TAG) WAS A SIGNIFICANT SUBSIDIARY HUMAN FACTOR. SUPPLEMENTAL INFO FROM ACN 594805: HAD DEP PROC (CHOSHI) FOR RWY 16R LOADED IN FMC INSTEAD OF RWY 34L. THEREFORE, DID NOT FOLLOW PROPER DEP RTE.

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.