Narrative:

While departing from eiky during the takeoff on runway 08 and climb out while in an LNAV departure experienced a windshield crack there after follow by an engine vibration. I started to reduce the power to idle to observe any changes in the engine parameters. Noticed that the vibration ceased and continue climbing to level at 3000 feet. My copilot reported the incident to the tower whom immediately cleared us back for an ILS to runway 26. There was some confusion on the clearance as I understood and as shown as it was displayed and set on the FMS for runway 08. I insisted my copilot to make sure and to re-clear the authorization given by the tower at the same time that we were given a clearance to proceed to fly back to the airport. There was a discrepancy in the FMS programming that showed inaccuracy in the navigation displayed so I decided to maintain present heading until we verified the position as we were very busy and pressured by the present abnormal conditions then I asked my copilot to verify ILS frequencies and FMS flight planning sequencing and programming input. He then called for a CDI needle alive and reported to be established in the ILS approach runway 26. The controller gave us a descent clearance and we started to descend. At this point I wasn't very satisfied and questioned his navigation parameters. We were completely off of course; there after I told him that there was no way we were right and that we were too high and 6 miles short according to the indications. I called for map and as we were getting ready to climb the controller immediately requested us to climb immediately followed by GPWS and we responded immediately to the climb segment. After that the approach controller called us back and requested our position and my copilot gave him the wrong position and I corrected the situation by reprogramming the FMS and the arrival navigation aid for the appropriate ILS runway 26. After that the controller mentioned that we were 12 miles south of the field and that we had erroneous frequency and navigation information that could have lead us to a CFIT. After that we were reauthorized by a radar vector and re-clear for the approach to runway 26. Landed safely without any other major action. After landing engine run-up discovered major damaged on left engine. Controller also initially gave the wrong frequency and then corrected. Lesson learned we rushed to proceed to land too soon created the whole confusion.

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Original NASA ASRS Text

Title: Anomalous engine operation and a cracked windshield shortly after takeoff are contributing factors to a loss of situational awareness and a CFTT event for a corporate jet.

Narrative: While departing from EIKY during the takeoff on Runway 08 and climb out while in an LNAV departure experienced a windshield crack there after follow by an engine vibration. I started to reduce the power to idle to observe any changes in the engine parameters. Noticed that the vibration ceased and continue climbing to level at 3000 feet. My copilot reported the incident to the tower whom immediately cleared us back for an ILS to Runway 26. There was some confusion on the clearance as I understood and as shown as it was displayed and set on the FMS for Runway 08. I insisted my copilot to make sure and to re-clear the authorization given by the tower at the same time that we were given a clearance to proceed to fly back to the airport. There was a discrepancy in the FMS programming that showed inaccuracy in the NAV displayed so I decided to maintain present heading until we verified the position as we were very busy and pressured by the present abnormal conditions then I asked my copilot to verify ILS frequencies and FMS flight planning sequencing and programming input. He then called for a CDI needle alive and reported to be established in the ILS approach Runway 26. The controller gave us a descent clearance and we started to descend. At this point I wasn't very satisfied and questioned his navigation parameters. We were completely off of course; there after I told him that there was no way we were right and that we were too high and 6 miles short according to the indications. I called for MAP and as we were getting ready to climb the controller immediately requested us to climb immediately followed by GPWS and we responded immediately to the climb segment. After that the approach controller called us back and requested our position and my copilot gave him the wrong position and I corrected the situation by reprogramming the FMS and the arrival NAV aid for the appropriate ILS Runway 26. After that the controller mentioned that we were 12 miles south of the field and that we had erroneous frequency and navigation information that could have lead us to a CFIT. After that we were reauthorized by a radar vector and re-clear for the approach to Runway 26. Landed safely without any other major action. After landing engine run-up discovered major damaged on left engine. Controller also initially gave the wrong frequency and then corrected. Lesson learned we rushed to proceed to land too soon created the whole confusion.

Data retrieved from NASA's ASRS site as of April 2012 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.