Narrative:

An early morning wake up was required to position the aircraft to sat for the first passenger flight. Initial climb was accomplished from sat and IFR flight plan route was the HUBEE1 departure procedure. At approximately 5 minutes into the flight; the sat area controller turned us onto a 060 degree course then direct to errad fix on the HUBEE1 departure. The aircraft autopilot had been engaged earlier and working properly. The aircraft was in heading mode and heading 'bug' was selected to 060 by the captain. The aircraft turned to and through east with low morning sun and the right seater made a comment about the sun blinding the passengers. The aircraft is equipped with a universal FMS. The FMS was then tactile selected 'direct to' and errad was selected. The course on the HSI centered reflecting a proper course. It is at this time the pilot should tactile select 'navigation' with autopilot on and the aircraft will proceed as commanded. The right seater was pre-occupied with the curtain trying to create passenger comfort and preventing the sun from shining through the cockpit wind screen to the cabin. About this time; the controller asked us to fly at 250 knots. The right seater spoke aloud and recommended using the IAS select for a 250 knot climb. It was agreed by both in the cockpit and the tactile selection was made on the IAS select. The climb was low angle and comfortable cruising at 250 knots. The right seater was verbally commenting on how well the aircraft was climbing.the controller instructed us the turn right 30 degrees. We complied and acknowledge. The controller then called and asked us to join the departure on that heading. It was at this point that I realized that the navigation was not illuminated and that the HSI was not centered. The aircraft was tactile commanded and joined the departure as instructed and the flight was completed without further incident. Nothing else was said or asked from the controlling authority during and after this flight.the 'navigation' control was not selected due to cockpit distraction. Failure of the crew to check each other was significant. I estimate less than 4 miles of course deviation and our speed was over 4 miles a minute when the 30 degree course was initiated. The captain asked the right seater before the flight if he had been doing any flying? The right seater stated he had not flown for over 45 days. The right seater is a contractor or day pilot and not on full time work status. However; he has been trained in accordance with company procedures and accredited simulator facility. The right seater disclosed a personal relationship issue. The captain had just returned from 6 days leave with a death in the family.

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Original NASA ASRS Text

Title: CE560 Captain describes a track deviation that results when direct to ERRAD is selected in the FMC; but NAV is not engaged.

Narrative: An early morning wake up was required to position the aircraft to SAT for the first passenger flight. Initial climb was accomplished from SAT and IFR flight plan route was the HUBEE1 departure procedure. At approximately 5 minutes into the flight; the SAT area Controller turned us onto a 060 degree course then direct to ERRAD fix on the HUBEE1 departure. The aircraft autopilot had been engaged earlier and working properly. The aircraft was in heading mode and heading 'bug' was selected to 060 by the Captain. The aircraft turned to and through east with low morning sun and the right seater made a comment about the sun blinding the passengers. The aircraft is equipped with a universal FMS. The FMS was then tactile selected 'direct to' and ERRAD was selected. The course on the HSI centered reflecting a proper course. It is at this time the pilot should tactile select 'NAV' with autopilot on and the aircraft will proceed as commanded. The right seater was pre-occupied with the curtain trying to create passenger comfort and preventing the Sun from shining through the cockpit wind screen to the cabin. About this time; the controller asked us to fly at 250 knots. The right seater spoke aloud and recommended using the IAS SELECT for a 250 knot climb. It was agreed by both in the cockpit and the tactile selection was made on the IAS SELECT. The climb was low angle and comfortable cruising at 250 knots. The right seater was verbally commenting on how well the aircraft was climbing.The Controller instructed us the turn right 30 degrees. We complied and acknowledge. The Controller then called and asked us to join the departure on that heading. It was at this point that I realized that the NAV was not illuminated and that the HSI was not centered. The aircraft was tactile commanded and joined the departure as instructed and the flight was completed without further incident. Nothing else was said or asked from the controlling authority during and after this flight.The 'NAV' control was not selected due to cockpit distraction. Failure of the crew to check each other was significant. I estimate less than 4 miles of course deviation and our speed was over 4 miles a minute when the 30 degree course was initiated. The Captain asked the right seater before the flight if he had been doing any flying? The right seater stated he had not flown for over 45 days. The right seater is a contractor or day pilot and not on full time work status. However; he has been trained in accordance with company procedures and accredited simulator facility. The right seater disclosed a personal relationship issue. The Captain had just returned from 6 days leave with a death in the family.

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.