E135 flight crew on colin SID from ric cleared via korry STAR to lga suffers loss of pxt waypoint.

Attributes
ACN	702960
Time
Date	200607
Local Time Of Day	1201 To 1800
Place
Locale Reference	intersection : model
State Reference	VA
Altitude	msl single value : 15000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zdc.artcc
Operator	common carrier : air carrier
Make Model Name	EMB ERJ 135 ER&LR
Operating Under FAR Part	Part 121
Navigation In Use	other
Flight Phase	climbout : initial
Route In Use	departure sid : colin.4
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Experience	flight time last 90 days : 240 flight time type : 1100
ASRS Report	702960
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
ASRS Report	702957
Events
Anomaly	aircraft equipment problem : less severe non adherence : clearance non adherence : published procedure other spatial deviation
Independent Detector	other other : 3
Resolutory Action	controller : issued advisory flight crew : returned to intended or assigned course
Supplementary
Problem Areas	Chart Or Publication Aircraft ATC Human Performance Flight Crew Human Performance
Primary Problem	Aircraft
Air Traffic Incident	Pilot Deviation

Narrative:

Clearance was the colin four departure pxt then as filed. The flight plan was put into the FMS and verified by myself and the first officer. After departure from ric; we were initially given radar vectors until told to go direct model and intercept the colin four departure. Direct model was selected and verified in the FMS and mfd. The PNF backed the FMS up with VOR navigation. The course from model to colin was set up using the hcm VOR. At model; the aircraft turned to follow the colin four departure. Neither the PNF or PF noticed that the FMS dropped the last two points of the colin four departure; which included the two points of interception of the korry three arrival (colin and pxt). The FMS went to gared. A short time after turning; ATC asked us if we were going direct to colin. The PNF informed ATC that we had turned to intercept the colin four departure after going direct to model. At this time the PNF and PF noticed the deviation from the hcm 010 of 2 to 2 1/2 dots off course. ATC gave us a left hand turn to avoid getting closer to R4006. The course deviation when the turn started was about 3 dots. After about 2 or 3 minutes; ATC gave us direct pxt. In the turn to pxt; ATC gave us direct gared if the turn to pxt was not going to work. When proceeded direct to gared. In the future as the captain; I will diligently verify the FMS sequence to the next waypoint. Do not let 'house keeping' duties distract from monitoring the backup navigation. After entries into the FMS; check that the next waypoint has not inadvertently been removed by me or the PNF.callback conversation with reporter revealed the following information: the first officer; the PNF; believes he may have executed the direct to clearance essentially simultaneously with the FMS transition from a waypoint over which they were passing to the subsequent waypoint. When that happened; immediately prior to selecting the direct waypoint; the actual waypoint selected was the one succeeding the correct one. Thus the direct to gared result. Reporter felt failure to re-verify the actual programming allowed the error to go undetected.

Original NASA ASRS Text

Title: E135 FLT CREW ON COLIN SID FROM RIC CLRED VIA KORRY STAR TO LGA SUFFERS LOSS OF PXT WAYPOINT.

Narrative: CLRNC WAS THE COLIN FOUR DEP PXT THEN AS FILED. THE FLT PLAN WAS PUT INTO THE FMS AND VERIFIED BY MYSELF AND THE FO. AFTER DEP FROM RIC; WE WERE INITIALLY GIVEN RADAR VECTORS UNTIL TOLD TO GO DIRECT MODEL AND INTERCEPT THE COLIN FOUR DEP. DIRECT MODEL WAS SELECTED AND VERIFIED IN THE FMS AND MFD. THE PNF BACKED THE FMS UP WITH VOR NAVIGATION. THE COURSE FROM MODEL TO COLIN WAS SET UP USING THE HCM VOR. AT MODEL; THE ACFT TURNED TO FOLLOW THE COLIN FOUR DEP. NEITHER THE PNF OR PF NOTICED THAT THE FMS DROPPED THE LAST TWO POINTS OF THE COLIN FOUR DEP; WHICH INCLUDED THE TWO POINTS OF INTERCEPTION OF THE KORRY THREE ARR (COLIN AND PXT). THE FMS WENT TO GARED. A SHORT TIME AFTER TURNING; ATC ASKED US IF WE WERE GOING DIRECT TO COLIN. THE PNF INFORMED ATC THAT WE HAD TURNED TO INTERCEPT THE COLIN FOUR DEP AFTER GOING DIRECT TO MODEL. AT THIS TIME THE PNF AND PF NOTICED THE DEV FROM THE HCM 010 OF 2 TO 2 1/2 DOTS OFF COURSE. ATC GAVE US A L HAND TURN TO AVOID GETTING CLOSER TO R4006. THE COURSE DEV WHEN THE TURN STARTED WAS ABOUT 3 DOTS. AFTER ABOUT 2 OR 3 MINUTES; ATC GAVE US DIRECT PXT. IN THE TURN TO PXT; ATC GAVE US DIRECT GARED IF THE TURN TO PXT WAS NOT GOING TO WORK. WHEN PROCEEDED DIRECT TO GARED. IN THE FUTURE AS THE CAPT; I WILL DILIGENTLY VERIFY THE FMS SEQUENCE TO THE NEXT WAYPOINT. DO NOT LET 'HOUSE KEEPING' DUTIES DISTRACT FROM MONITORING THE BACKUP NAVIGATION. AFTER ENTRIES INTO THE FMS; CHK THAT THE NEXT WAYPOINT HAS NOT INADVERTENTLY BEEN REMOVED BY ME OR THE PNF.CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE FO; THE PNF; BELIEVES HE MAY HAVE EXECUTED THE DIRECT TO CLRNC ESSENTIALLY SIMULTANEOUSLY WITH THE FMS TRANSITION FROM A WAYPOINT OVER WHICH THEY WERE PASSING TO THE SUBSEQUENT WAYPOINT. WHEN THAT HAPPENED; IMMEDIATELY PRIOR TO SELECTING THE DIRECT WAYPOINT; THE ACTUAL WAYPOINT SELECTED WAS THE ONE SUCCEEDING THE CORRECT ONE. THUS THE DIRECT TO GARED RESULT. RPTR FELT FAILURE TO RE-VERIFY THE ACTUAL PROGRAMMING ALLOWED THE ERROR TO GO UNDETECTED.

Data retrieved from NASA's ASRS site as of January 2009 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.