Date: 201403
Local time of day: 1201-1800
Location: ZLC.ARTCC, UT
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZLC
ATC / advisory: Center ZLC
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Air Traffic Control assigned 5 degrees right. HDG mode was executed and the aircraft turned 5 degrees right. The Controller then assigned Direct BAM. The pilot flying inserted BAM in the FMS; I verified the waypoint with the pilot monitoring and the pilot flying executed it. The pilot flying then brought his hand up to the FCP and pressed NAV. NAV mode did not engage; but this was not recognized until Air Traffic Control asked us to turn 15 degrees right and proceed direct BAM when able. We instantly realized the mistake and immediately turned an additional 15 degrees right. The pilot flying put the correct waypoint in the FMS. Both the pilot flying and I verified the correct waypoint. The FMS was then executed and the pilot flying pressed NAV mode on the FCP but both the pilot flying and I failed to verify NAV mode had been displayed and captured on the FMA. I suggest the SOP mandates pilots verbalize the capture of NAV mode on the FMA. I would even suggest both the pilot flying and the pilot monitoring should be required to verbalize it. Similar concept to putting an altitude in the alerter.


Second narrative: On course when given a 5 degree right turn. [We were] later was given a turn direct BAM. I selected direct BAM in the FMS and confirmed the selection with the First Officer. I'm somewhat sure I entered NAV mode to have the aircraft engage the FMS. I believe I may not have pushed hard enough to send the FMS into the NAV mode. My error was not verifying that the FMS was selected. 54 seconds later; the Controller issued either another Direct BAM or a 15 degree Right turn and that is when we noticed the deviation. Immediately followed the commands of the Controller which was either direct BAM or the 15 degree turn. After discussion with the First Officer we didn't remember if there was a second command to BAM or the 15 degree turn was given first. We do know; after the first correction of the error from the Controller; we did comply with the command and the aircraft; in 1/2 bank mode; we begin the turn away from the flight that we were converging with. The Controller may not have detected the turn due to the half standard turn that is in place at those altitudes.Failure of me verifying the FMS engaging caused the initial error and the half standard bank wasn't enough turn to avoid the loss of separation. Make a three step process to navigational changes: 1. Verify correct change in the FMS 2. Push the NAV Mode 3. Verify FMS becomes active in the FMA.


Synopsis: CRJ-700 flight crew reports being given a heading then cleared direct to a VOR. The FMC is programmed but the NAV button is not pushed firmly enough to engage; resulting in a track deviation and loss of separation.