2011-12 · NASA ASRS report 983073
A B757-200 First Officer reported a track deviation and P-56 encroachment on departure from DCA. Reporter observed the departure may be more accurately hand flown rather than LNAV.
FMS was set up according to Company Departure Procedure. I briefed the Captain of the fixes and that I planned to LNAV to the fixes once established on the DCA 343 radial by raw data. The takeoff was normal and [I] commenced an immediate turn (HDG select) so as stay over the river. I was using raw data to monitor the radial intercept; at 1000ft AGL; we were on the 343 radial and I called for climb power; LNAV; flaps 1. Auto pilot on around 1200 ft. Auto pilot appeared to acquire the radial after a couple of heading oscillations but still on the radial according to raw data. The FMS was set to fly the DCA343/2.7 fix then to the DCA328/4 fix then outbound on the DCA 328 radial as depicted on the procedure page. As we tracked outbound to 2.7 DME fix the autopilot did not turn toward the next fix as expected and the Captain advised to turn left. I immediately selected Heading and an intercept heading for the 328 radial. On raw data; I used the heading select mode to establish us on the radial. Reengaged LNAV and tracked out normally. Our Company procedure takes us too close the the Naval Observatory in DCA (P-56). It requires a course/heading change at a very busy time in the cockpit (A/C cleanup; checklist; and ATC distractions). In this instance; the Captain was busy talking to Departure Control and I was focusing on getting the flaps up before exceeding limitations and did not notice the DME reading. This occurred concurrently at the time of a required course change to avoid P-56. I missed the turn requirement that the autopilot should have accomplished and was late on the turn. According to Potomac Departure; we violated P-56. I had set up the FMS and briefed the automation level in a manner that I thought would enhance the operation. I would have been better served by hand flying the A/C to the proper outbound radial.
I believe a number of factors led to this situation. It is a new departure procedure and even though we thoroughly briefed it; a lot happens fast and IFR conditions make it even more challenging. With everything programmed the F/O would fly it as entered and I expected no difficulty. I also think that at first indication of a slow turn after the DCA343/2.7; the autopilot could have been disengaged and the aircraft turned more rapidly. A good reminder in this situation; to aviate; navigate; and communicate; in that order may have helped in this scenario as a frequency change and altitude change was given during a busy time and I was complying with that and working with the F/O on navigating. There is simply a lot going on in a short time - particularly in IFR conditions. One item that may improve situational awareness is improved depiction of P-56B (Naval Observatory). If the southwest edge of this space was identified by a radial off DCA VOR; along with a southeast DCA DME fix; and these were shown on the Jeppesen DCA 10-4; it may add to overall awareness of its location.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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