Cessna Citation Sovereign (C680)
Flight Crew Air Transport Pilot (ATP)
Confusion; Human-Machine Interface
Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Human Factors
On a flight to PSP between JLI and TRM on V208; we were given a descent to 9000 ft around WARNE. While looking outside; and inside monitoring the descent during VFR conditions with unlimited visibility; I didn't notice that TRM dropped out of the FMS; after SIC loaded the VOR approach; sending the plane on a new course from WARNE to PSP toward high terrain. When the plane started the turning; I thought it was the turn over TRM; but I called attention to the high terrain in the distance out the windshield; and on the terrain warning map turning yellow; at this time; ATC asked us; where are you going; and told us to climb to 10000 ft and turn to 075 degrees to rejoin V208 to TRM. ATC stated that we set off a terrain alert. We turn to 075 heading and joined V208 to TRM with a normal landing at PSP.
I was the Pilot Monitoring in the right seat. The flight was planned and briefed [per] IAW Company directives. The FMS was loaded and verified IAW current SOPs. Start; Taxi; Takeoff; and Climbout were normal. During flight we were cleared direct Julian (JLI) V208 Thermal (TRM) direct Palm Springs (PSP). Level at 15;000 and enroute to JLI we were given a descent to 10;000 feet followed by a further descent to 9000 feet. After obtaining the weather for PSP; I loaded the VOR or GPS-B as the backup approach for the planned landing on runway 31L. At WARNE; unnoticed by either crewmember; the autopilot turned the aircraft directly to PSP instead of continuing to TRM as cleared. (This routing was previously verified as being correctly loaded by both crewmembers.) Approximately 5 nm north of WARNE intersection; 2 events occurred in succession. 1.) Both crewmembers noted the YELLOW TERRAIN indication on the MFD and the rising terrain ahead (the weather was clear/10nm visibility.) 2.) Center/ATC called and asked 'WHERE ARE YOU GOING?' Center issued a right turn (090?); Climb to 10;000 feet; as well as further instructions to re-intercept V208 TRM PSP. We complied with ATC instructions and responded that an FMS routing /programming error must have occurred. Center handed us off to another sector without further inquiry/discussion. We landed without incident and discussed the need to complete an ASAP Report.Analysis/Lessons learned. (The reason for the error/deviation became apparent to me while drafting the final report and reviewing the routing on my IPAD/Jepp FD-Pro.) This deviation was alarming to say the least. ATC vigilance and VFR/VMC conditions prevented approaching the terrain close enough for a GPWS warning. I asked myself 'WHAT HAPPENED?' The VOR or GPS B was the only instrument approach available for RWY31L (the RNAV (RNP) Rwy 31L is not authorized). Since an extended centerline RWY 31L would cross high terrain; I chose the VOR or GPS B approach. After loading a backup approach; I have been in the habit of re-entering the airfield identifier prior to the instrument approach so that the FMS routing to the field would reflect the actual cleared routing. In this case; the IAF was TRM; which was also the terminal fix on V208; our cleared routing! Apparently; entering PSP prior to the IAF (TRM) resulted in an FMS routing that went directly from WARNE (the last fix on the airway prior to TRM) directly to the destination PSP. THIS ERROR WAS NOT DETECTED BY EITHER PILOT. This deviation could/would have been prevented by ensuring that BOTH pilots are involved in any FMS programming/routing changes. Additionally; BOTH pilots MUST remain vigilant during autopilot automation to ensure that during heading and/or altitude changes with the autopilot engaged; the aircraft remains on the ATC cleared routing.
CE680 flight crew reports a track deviation during a flight to PSP via V208 TRM PSP. When the non-flying Captain in the right seat enters the VOR approach into the FMC a direct PSP is inadvertently selected; turning the aircraft toward high terrain.