Date: 201707
Local time of day: 0601-1200
Location: SCT.TRACON, CA
Light: Daylight
Aircraft: Falcon 2000
Flight plan: IFR
Flight phase: Climb
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: Cleared HARYS1 SID; climb via the SID except maintain 4000'. Sid calls for a turn to 110 and essentially radar vectors after. FMS was verified before taxi after takeoff during cruise; that the correct Departure Procedure was loaded with correct transition. When we were cleared for takeoff; I believe the scoreboard was set to ROL with Vpitch. Take off was normal. During Flap Retraction Altitude (FRA); I retracted the flaps when commanded by the Captain and made the initial call to departure control. The ATC controller queried us on our direction. I looked down at our heading and noticed we were past the 110 heading and saw the Captain correcting to the correct course. Somehow the command bars were commanding a intercept to BSHOW. I'm am totally perplexed on how the command bars would command a intercept to BSHOW when neither of us told it to do so. From what my understanding of the FMS and command bars are; It should have directed the airplane to the 110 heading and stopped. ATC then advised us to turn to a 120 heading. ATC advised us that a pilot deviation report will most likely be filed. Need to stay more vigilant on automation/flight director. Need to intervene sooner if the automation is not doing what we expect it to do.


Second narrative: We were cleared from via the HARYS1 SID up to 4000'. The SID calls for a climb on a 110 heading to cross FATKO at or below 1750'; expect vectors to cross BSHOW at or above 6000' initially. Due to the initial heading being 50 degrees off from runway heading I left it in ROL but armed VPIT so we could ensure the altitude restrictions. After departure; when altitude was safe for a turn; we selected heading; then verified HDG mode captured. I was hand flying and put the V bar in the flight director and started the turn. Shortly after; I recall the Flap Retraction Altitude (FRA) callout and a frequency change. The copilot selected flaps up upon my command and swapped the frequency. I looked down to see the flaps were coming up and glanced outside to look in the direction of the turn. I looked back in at the flight director to ensure I was still in a standard turn. It was at that time that I realized that the flight director had captured LNV and took us past our heading of 110 degrees. I caught it and was correcting when the copilot checked in. The controller came back and asked what heading we were on. I believe at the time we were passing 070 degrees back towards a heading of 110. Once we were at cruise altitude; we discussed what happened. Neither of us remember arming LNV; even if it were armed; there was nothing to NAV to. Neither one of us hit DIRECT TO; so we don't understand how it came to be that we captured LNV. We also re-viewed the SID and there isn't a track to BSHOW on the chart. We went into the NAV database in the secondary flight plan and put the SID up on the plan view. The FMS however; depicts a blue nav line south of BSHOW going north as an intercept course to BSHOW. We do not understand how NAV got armed; nor why it intercepted as it's not depicted on the chart. During runway lineup; I checked the scoreboard to ensure ROL was armed. If LNV was in the sub line; I missed it. I was focusing on ROL. My take away is even though I verified ROL; I didn't focus on what was in the sub line. Also; since we were in a left turn and HDG was verified as captured; my attention back outside didn't catch the LNV capture and continued to follow the flight director until the error was noticed. It was a busy time for callouts; flaps up and frequency change but at the same time; I feel if we would have noticed LNV armed; we could have avoided this. On a side note; after talking with SoCal departure; he advised that this is trending upward for departures and asked that we pass along that several aircraft have deviated from the 110 heading on the HARYS1. I'm not sure if other people are having an issue with the nav sequencing such as we had or what they encountered; but if it's a heading departure with radar vectors to a fix; why would the nav capture anything? I feel that if it is a radar vector SID; then the FMS should have a built in discontinuity. It seem the FMS says 'heading' and 'vectors'; but it appears to draw a line to the fix that is to get radar vectors TO. In our situation; nav was somehow armed and it captured. If the discontinuity was built in; it would NEVER capture unless pilot input is commanded in the FMS. Being that SCT told us that this is happening a lot; then FMS programming needs to change to help avoid this in case of erroneous pilot input.


Synopsis: DA-2000 flight crew reported the FMC depicted a course direct to an intersection resulting in a track deviation during departure.