Date: 201201
Local time of day: 1801-2400
Location: ZOB.ARTCC, OH
Flight conditions: VMC
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZOB
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Second reporter function: Captain; Pilot Not Flying
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural MEL / CDL
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: FMS was MEL'd and considered inoperative (MEL34-60-00). We were cleared as filed (LFD-TVT-ESL-WZZRD2). In the climb; we were given a heading then direct LFD. In the climb; LFD was tuned and but not received. We chalked it up as us not being high enough to receive it. We were given vectors; in the climb; for traffic so we never reached LFD. Cleveland Center issued us a reroute for Washington Dulles (AIR-J34-Shaar-WZZRD2). We told her we weren't going to Dulles; she corrected and said it was for DCA. I explained that we were '/W' (ICAO SDWZ) so were going to need vectors to AIR; as we were too far away to receive a VHF signal. We got within 30 miles of AIR; still wasn't receiving a VHF NAV signal (UHF DME was working). We inquired Cleveland Center if AIR was working and they verified it was (verified through another aircraft flying nearby). At around 30 miles it came alive and we received it. We were then recleared to DCA via the Eldee 5 arrival. We declined because it was an RNAV arrival. We were recleared via ESL and the WZZRD 5. As we were still quite a distance away; we asked for a radar vectors until we received it. Again; we didn't receive a positive VHF NAV signal from the ESL VOR until we were 20-30 miles away. Center handed us off to Potomac Approach. They cleared us to DCA via the ELDEE 5 arrival. Again; we declined. They cleared us via the AML 285 radial; AML-DCA. Potomac realized that AML was OTS; and then cleared us via direct to DCA VOR. Descending through 11;000 FT for 7;000 FT; we were about 25 DME from DCA VOR and were receiving an intermittent VHF NAV signal from the DCA VOR. We were getting task saturated and Potomac was getting frustrated with our navigation difficulties. We were aware of the congested airspace and the numerous Restricted/Prohibited areas around DCA. We used Captain Authority and used the FMS NAV/pink needles to go direct to the DCA VOR.


Second narrative: There seems to be a disconnect with ATC and our equipment suffix in our flight plan. The paper work (release) refers to our equipment suffix in ICAO form (SDWZ/S). ATC uses a different system to determine our navigation capability. From previous experience; I knew that we were referred to as '/W' (no FMS). We were continuously rerouted to VOR's that were beyond their service volumes and to RNAV arrivals. It seemed that ATC was not aware of the lack of GPS/FMS capability. If we could get ATC and us on the same page as far as navigational equipment deficiency goes; it would have reduced some workload.


Synopsis: EMB145 flight crew is dispatched with the FMC deferred and the appropriate equipment suffix on the flight plan. The crew is issued RNAV arrivals which are declined and in addition the VHF NAV receivers are very weak requiring many radar vectors. In the end the Captain elects to use the FMC to go direct to DCA.