AHRS could have played a part
Originally Posted by
captjns
The maps may have been outdated, however the compass systems were fully functioning. RWY 22 equates to 220 degrees and 26 equates to 260 degrees.
Does anyone know if the CRJ in question had AHRS or IRS?
If it was equipped with AHRS, there is a possibility that it played a part in the chain of errors in the accident. Because the low positioning of the flux valves makes them very susceptible to any kind of magnetic disturbances in the ground or around the aircraft.
Being a CRJ captain in a company that operates a mixed fleet of AHRS and IRS CRJ's - I can not over emphasize the importance of an accuracy check of the AHRS HDG before any takeoff is attempted, on the ground we can often see an error in excess of 40 degrees, and what is most worrying is that occationally AHRS1 and AHRS2 are in agreement about this – so you get no EFIS COMP MON.
Even with a HDG error of less than 40 degrees, say only 20 degrees, somewhere along the lines of a heading of 240, it is possible that the crew just slewed the heading to what they expected to see, rather than actually verifying the heading by other means.