Narrative:

At jfk the SID given by departure clearance was 'kennedy 1 departure (runway 31L) canarsie climb; 5000 ft.' the captain briefed the departure at the gate. I had white data displayed on my pfd and the captain had green data with jfk VOR 115.4 frequency tuned in #1 navigation radio (for special engine out departure procedure) and cri VOR 112.3 in standby and he instructed me to switch cri from standby to active mode after takeoff. On receiving takeoff clearance; the tower instructed us to climb to 4000 ft only. After takeoff and 400 ft the captain initiated a left turn towards cri. I switched frequencies in #1 radio and centered the captain VOR needle. I should have double checked that the frequencies did indeed switch; and the captain noticed that the course needle was pointing behind us and immediately realized that jfk VOR frequency was still in the active mode. He switched the frequency to 112.3 and re-centered the VOR course needle and flew directly to cri. At this point; we received a single chime and an 'EFIS comp mon' caution message for heading miscompare. We flew to cri and the captain confirmed with me that the ob radial to be flown from cri was 176 degrees. I re-checked the departure plate and confirmed 176 degree radial. We received station passage and turned left to intercept 176 degree radial (we did not lead the turn prior to reaching the cri VOR). The controller told us we had to review the departure procedure as we had flown it incorrectly and gave us a 'tight left turn to 090 degrees' and instructed us to climb to 5000 ft and he called traffic at 10 O'clock below us. Both the captain and I had the traffic in sight and I called it (we never received a 'traffic; traffic' aural TA). The climb was initiated to 5000 ft and again we received a single chime and EFIS comp mon caution message. At this point I believed that the controller gave us a frequency change to 124.75; which I accepted and read back to him and I switched frequencies. The controller there told us to return to the last assigned frequency. I returned and the controller gave us a further left turn to 050 degrees. We complied and the controller told us there had been a possible pilot deviation and the next controller would have a phone number for us to call. The next sector did not give us a number so the captain asked him for it. He said he was not aware of the situation but would check into it. A few minutes later he came back with the number to call. On landing; the captain called the center and spoke to one of the controllers. In retrospect; a few things could have been done differently to avoid this situation. Perhaps having cri VOR in active mode; with jfk VOR in back-up. I should have verified that the frequencies flipped when I hit the button. Also; I have received the EFIS comp mon caution message many times departing jfk --using dg mode would prevent heading discrepancies. Also leading the turn to intercept the 176 degree radial before cri station passage would have kept us east of cri VOR at all times; although the SID does not specifically instruct us to turn to intercept prior to reaching the VOR. The script on the plate gives the impression we should fly to the VOR; over it; then make the left turn to intercept the 176 degree radial ob.supplemental information from acn 723011: as we approached the VOR the 176 degree radial was dialed in so upon station passage we could make the turn. As we passed the station; departure said we had 'blown the turn' and needed to turn sharply to a 090 degree heading. We began the turn and were cleared to 5000 ft and told to expedite the climb. While in the turn we were again told to tighten the turn and climb to 5000 ft. We were complying; climbing about 300-400 FPM; and then increasing the climb rate.callback conversation with reporter acn 723012 revealed the following information: reporter stated that the company policy is to use green data (raw data) to fly the departure. The use of the FMS is not authorized by company policy and building a pseudo departure in the FMS is not permitted. He indicated that this is the second time he has departure on the kennedy 1 departure and had the controller alert him to a deviation. He felt that the departure plate should indicate that by overflying the fix it will cause a conflict. It is confusing to read the printed description which indicates that you fly direct to cri.callback conversation with reporter acn 723011 revealed the following information: reporter indicated that the kennedy 1 departure does not have the different departure legs depicted in the FMS and only shows the basic departure to cri in the FMS. This is why the company requires raw data to be used.

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Original NASA ASRS Text

Title: CRJ200 FLT CREW HAS A TRACK/HEADING DEVIATION DURING KENNEDY 1 DEP.

Narrative: AT JFK THE SID GIVEN BY DEPARTURE CLEARANCE WAS 'KENNEDY 1 DEP (RWY 31L) CANARSIE CLIMB; 5000 FT.' THE CAPTAIN BRIEFED THE DEPARTURE AT THE GATE. I HAD WHITE DATA DISPLAYED ON MY PFD AND THE CAPTAIN HAD GREEN DATA WITH JFK VOR 115.4 FREQUENCY TUNED IN #1 NAV RADIO (FOR SPECIAL ENGINE OUT DEPARTURE PROCEDURE) AND CRI VOR 112.3 IN STANDBY AND HE INSTRUCTED ME TO SWITCH CRI FROM STANDBY TO ACTIVE MODE AFTER TAKEOFF. ON RECEIVING TAKEOFF CLEARANCE; THE TOWER INSTRUCTED US TO CLIMB TO 4000 FT ONLY. AFTER TAKEOFF AND 400 FT THE CAPTAIN INITIATED A LEFT TURN TOWARDS CRI. I SWITCHED FREQUENCIES IN #1 RADIO AND CENTERED THE CAPTAIN VOR NEEDLE. I SHOULD HAVE DOUBLE CHECKED THAT THE FREQUENCIES DID INDEED SWITCH; AND THE CAPTAIN NOTICED THAT THE COURSE NEEDLE WAS POINTING BEHIND US AND IMMEDIATELY REALIZED THAT JFK VOR FREQUENCY WAS STILL IN THE ACTIVE MODE. HE SWITCHED THE FREQUENCY TO 112.3 AND RE-CENTERED THE VOR COURSE NEEDLE AND FLEW DIRECTLY TO CRI. AT THIS POINT; WE RECEIVED A SINGLE CHIME AND AN 'EFIS COMP MON' CAUTION MESSAGE FOR HEADING MISCOMPARE. WE FLEW TO CRI AND THE CAPTAIN CONFIRMED WITH ME THAT THE OB RADIAL TO BE FLOWN FROM CRI WAS 176 DEGS. I RE-CHECKED THE DEPARTURE PLATE AND CONFIRMED 176 DEG RADIAL. WE RECEIVED STATION PASSAGE AND TURNED LEFT TO INTERCEPT 176 DEG RADIAL (WE DID NOT LEAD THE TURN PRIOR TO REACHING THE CRI VOR). THE CONTROLLER TOLD US WE HAD TO REVIEW THE DEPARTURE PROCEDURE AS WE HAD FLOWN IT INCORRECTLY AND GAVE US A 'TIGHT LEFT TURN TO 090 DEGS' AND INSTRUCTED US TO CLIMB TO 5000 FT AND HE CALLED TRAFFIC AT 10 O'CLOCK BELOW US. BOTH THE CAPTAIN AND I HAD THE TRAFFIC IN SIGHT AND I CALLED IT (WE NEVER RECEIVED A 'TRAFFIC; TRAFFIC' AURAL TA). THE CLIMB WAS INITIATED TO 5000 FT AND AGAIN WE RECEIVED A SINGLE CHIME AND EFIS COMP MON CAUTION MESSAGE. AT THIS POINT I BELIEVED THAT THE CONTROLLER GAVE US A FREQUENCY CHANGE TO 124.75; WHICH I ACCEPTED AND READ BACK TO HIM AND I SWITCHED FREQUENCIES. THE CONTROLLER THERE TOLD US TO RETURN TO THE LAST ASSIGNED FREQUENCY. I RETURNED AND THE CONTROLLER GAVE US A FURTHER LEFT TURN TO 050 DEGS. WE COMPLIED AND THE CONTROLLER TOLD US THERE HAD BEEN A POSSIBLE PILOT DEVIATION AND THE NEXT CONTROLLER WOULD HAVE A PHONE NUMBER FOR US TO CALL. THE NEXT SECTOR DID NOT GIVE US A NUMBER SO THE CAPTAIN ASKED HIM FOR IT. HE SAID HE WAS NOT AWARE OF THE SITUATION BUT WOULD CHECK INTO IT. A FEW MINUTES LATER HE CAME BACK WITH THE NUMBER TO CALL. ON LANDING; THE CAPTAIN CALLED THE CENTER AND SPOKE TO ONE OF THE CONTROLLERS. IN RETROSPECT; A FEW THINGS COULD HAVE BEEN DONE DIFFERENTLY TO AVOID THIS SITUATION. PERHAPS HAVING CRI VOR IN ACTIVE MODE; WITH JFK VOR IN BACK-UP. I SHOULD HAVE VERIFIED THAT THE FREQUENCIES FLIPPED WHEN I HIT THE BUTTON. ALSO; I HAVE RECEIVED THE EFIS COMP MON CAUTION MESSAGE MANY TIMES DEPARTING JFK --USING DG MODE WOULD PREVENT HEADING DISCREPANCIES. ALSO LEADING THE TURN TO INTERCEPT THE 176 DEG RADIAL BEFORE CRI STATION PASSAGE WOULD HAVE KEPT US EAST OF CRI VOR AT ALL TIMES; ALTHOUGH THE SID DOES NOT SPECIFICALLY INSTRUCT US TO TURN TO INTERCEPT PRIOR TO REACHING THE VOR. THE SCRIPT ON THE PLATE GIVES THE IMPRESSION WE SHOULD FLY TO THE VOR; OVER IT; THEN MAKE THE LEFT TURN TO INTERCEPT THE 176 DEG RADIAL OB.SUPPLEMENTAL INFO FROM ACN 723011: AS WE APPROACHED THE VOR THE 176 DEG RADIAL WAS DIALED IN SO UPON STATION PASSAGE WE COULD MAKE THE TURN. AS WE PASSED THE STATION; DEPARTURE SAID WE HAD 'BLOWN THE TURN' AND NEEDED TO TURN SHARPLY TO A 090 DEG HEADING. WE BEGAN THE TURN AND WERE CLEARED TO 5000 FT AND TOLD TO EXPEDITE THE CLIMB. WHILE IN THE TURN WE WERE AGAIN TOLD TO TIGHTEN THE TURN AND CLIMB TO 5000 FT. WE WERE COMPLYING; CLIMBING ABOUT 300-400 FPM; AND THEN INCREASING THE CLIMB RATE.CALLBACK CONVERSATION WITH RPTR ACN 723012 REVEALED THE FOLLOWING INFO: RPTR STATED THAT THE COMPANY POLICY IS TO USE GREEN DATA (RAW DATA) TO FLY THE DEP. THE USE OF THE FMS IS NOT AUTHORIZED BY COMPANY POLICY AND BUILDING A PSEUDO DEP IN THE FMS IS NOT PERMITTED. HE INDICATED THAT THIS IS THE SECOND TIME HE HAS DEP ON THE KENNEDY 1 DEP AND HAD THE CTLR ALERT HIM TO A DEV. HE FELT THAT THE DEP PLATE SHOULD INDICATE THAT BY OVERFLYING THE FIX IT WILL CAUSE A CONFLICT. IT IS CONFUSING TO READ THE PRINTED DESCRIPTION WHICH INDICATES THAT YOU FLY DIRECT TO CRI.CALLBACK CONVERSATION WITH RPTR ACN 723011 REVEALED THE FOLLOWING INFO: RPTR INDICATED THAT THE KENNEDY 1 DEP DOES NOT HAVE THE DIFFERENT DEP LEGS DEPICTED IN THE FMS AND ONLY SHOWS THE BASIC DEP TO CRI IN THE FMS. THIS IS WHY THE COMPANY REQUIRES RAW DATA TO BE USED.

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.