Date: 201402
Local time of day: 0601-1200
Location: MSP.Airport, MN
Flight conditions: Marginal
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B MSP
ATC / advisory: TRACON M98
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown; Training / Qualification
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: We were on the TWOLF2 arrival into MSP and had been told to expect the ILS to Runway 12R. The arrival; which ends at SLIKK; contains instructions to fly a 300 heading departing SLIKK. Upon reaching this fix; the First Officer (FO) [and] pilot flying remained in white needles and FMS mode. This technique initially kept the aircraft on the required heading as prescribed by the STAR. I asked the FO if he was ready for final Nav setup. I then set up the FMS accordingly by bringing up the first fix on the ILS 12R (PAETN) into L1 and setting the inbound course. I asked the FO to confirm the change; and he reviewed it and said 'execute'. I executed the FMS and did not immediately notice that he had not yet reverted to HDG mode and green needles. Additionally; ATC issued another instruction at this time (lower altitude and speed assignment) that diverted our attention. Because FMS mode was still active; the aircraft began a turn to the right toward the 12R final approach course. I soon noticed this and instructed the FO to immediately go to HDG mode and turn back to the assigned heading. He then disengaged the autopilot; at which time ATC gave us an immediate left turn to heading 270. He started the turn to 270; at which time ATC also issued a lower altitude and speed. I could tell that he was starting to get somewhat overwhelmed as he did not respond to the new lower altitude initially and was focused only on getting back to the assigned heading. I suggested he turn the autopilot back on to reduce his workload and suggested VS mode down to get to the new assigned altitude. ATC then reiterated the 270 heading and new altitude. After re- engaging the autopilot and selecting the correct modes; we were back on the assigned heading and descending to the new altitude.I should have been more attentive to the fact that the FO was still in FMS mode prior to prompting him for final Nav setup. When I began the final Nav setup; I incorrectly assumed that he would revert to HDG mode prior to confirming and executing the FMS. I should have verified that he selected HDG first as part of the procedure. When the mistake was made; the FO's relatively low experience in the airplane made it harder for him to correct in a prompt manner.




Synopsis: CRJ-200 turned prematurely toward the final approach course when the First Officer (pilot flying) remained in 'white needles' FMS mode as the Captain set the ILS approach course and; with the First Officer's concurrence; activated the FMS. Captain thought the First Officer was in heading mode ('green needles').