A Flight Crew reported departing on the TEB RUUDY TWO RNAV and were given vectors after failing to intercept the COL 350 Radial because the radios were not set correctly.
Synopsis
A Flight Crew reported departing on the TEB RUUDY TWO RNAV and were given vectors after failing to intercept the COL 350 Radial because the radios were not set correctly.
Narrative
Departed TEB on the RUUDY TWO SID. During climbout we were told to join the COL 350 radial-COL-WHITE; per the departure. Pilot Not Flying had already set up the FMS and the #1 VOR on the ground in anticipation of that clearance. Clearance was received (heading to intercept) and as the FMS was being set the Pilot Not Flying noted that the course line was short and tried to make it longer. While that was happening I selected COL and manually entered it in the #1 VOR (even though the Pilot Not Flying had already done it) and set the 170 course to COL in the standby HSI and I flew the heading to intercept. It appeared that we were not going to intercept on that heading; which did not seem right. In the meantime; the Pilot Not Flying was having trouble getting the FMS to take the course correctly. After a few minutes it was apparent that something wasn't right and we were going east of the intended course. About that time ATC called and said we were 7 miles east of the course and gave us a heading followed by direct WHITE intersection. Enroute to WHITE we checked the FMS and noted that the #1 VOR was tuned to TEB VOR. I had previously selected COL (I had to select the USA station so I am sure the correct COL was tuned); so I have no idea how the TEB frequency showed up. ATC had no further comment and no issues with other traffic were noted as well. Suggestion: Add a note to the RNAV procedure page expecting the COL 350 intercept.
Second reporter narrative
The RUUDY TWO states: expect routing via ELVAE and Colts Neck. We discussed the likelihood that we would get the intercept of the 350 radial to the Colts Neck VOR and I set up NAV1 and NAV2 with Colts Neck VOR frequency and also standby HSI with 350 radial. I entered a place/bearing/distance into the FMS of COL/350/25NM for situational awareness. We departed Runway 24 at TEB on the RUUDY 2 RNAV departure. Captain flying. ATC cleared us to 6;000 FT heading 270 degrees. Next clearance from ATC was to climb to 17;000 FT heading 220 degrees to intercept the Colts Neck VOR 350 radial inbound. The Captain directed me to extend the Colts Neck VOR 350 degree radial in the FMS for situational awareness on the MFD. I made the required inputs of COL/350/50NM but the FMS would not accept the position that I had input. I was interrupted by ATC asking us to expedite our climb to 17;000 FT and also traffic information. On returning to the FMS task I entered the COL/350/50NM and realized that we had passed the radial. At the same time ATC called and asked what our heading was. I replied that we were heading 220 degrees to intercept the Colts Neck 350 radial inbound. They replied that we were seven miles to the east of the radial and to turn to a heading of 240 degrees. We were then cleared direct to WHITE. I continued my scan and discussed with the Captain who thought that the Colts Neck radial was still to our left and he was using the standby HSI as guidance which was now on a different frequency. The Captain made input to FMS when I was replying to ATC which changed the frequency. If NAV had been selected we would not have missed the radial intercept.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.