Narrative:

Other crew members covered under this report: first officer, second officer. On this date we were operating a scheduled part 121 supplemental air freight flight between san jose, ca and lockbourke, (columbus rickenbacker) oh. When the first officer called clearance delivery for the clearance, he read it back to ATC as follows: heavy is cleared to the rickenbacker airport via the loupe five departure, linden transition, as filed, except for: after departure maintain runway heading to two thousand feet, then right turn heading 120 degree, then intercept the oakland 121 degree radial outbnd and fly the remainder of the loupe five departure, maintain 5000', expect FL230 5 minutes after departure, FL370 ten minutes, after departure. Contact departure on 121.3, squawk XXXX, maintain airspeed below 250 KTS until advised.' during taxi out, the captain and first officer had a brief discussion about the words 'except' and 'expect' in the previous clearance, so the first officer contacted clearance delivery for a second reading of the ambiguously worded change to an extremely complicated departure. After takeoff, departure said return to 120 degree intercept oak 121 degree radial (at no time did he say radar vectors). Upon intercepting oak 121 degree radial we proceeded outbnd on it. Upon reaching 7000 we turned right direct sjc, we had been cleared from 5000 to 12,000. Shortly after turn we were told that we were to maintain the 120 heading and 5000', by then we were out of 11,000 for 12,000. He then said turn left to sjc VOR, but we were almost over sjc VOR so we did not turn left immediately and then he said turn right turn heading 340 degree maintain 23,000 and contact oakland center. There have been lots of problems with this departure. The san jose DME was not working. I suggest a change in this departure.

Google
 

Original NASA ASRS Text

Title: MISUNDERSTANDING OF SID. MISINTERPRETATION OF CLRNC GIVEN BY CLRNC DELIVERY AND DEP CTL. ALT AND HEADING DEVIATION. SID IS LOUPE 5 AT SJC.

Narrative: OTHER CREW MEMBERS COVERED UNDER THIS REPORT: FO, S/O. ON THIS DATE WE WERE OPERATING A SCHEDULED PART 121 SUPPLEMENTAL AIR FREIGHT FLT BETWEEN SAN JOSE, CA AND LOCKBOURKE, (COLUMBUS RICKENBACKER) OH. WHEN THE FO CALLED CLRNC DELIVERY FOR THE CLRNC, HE READ IT BACK TO ATC AS FOLLOWS: HEAVY IS CLRED TO THE RICKENBACKER ARPT VIA THE LOUPE FIVE DEP, LINDEN TRANSITION, AS FILED, EXCEPT FOR: AFTER DEP MAINTAIN RWY HDG TO TWO THOUSAND FEET, THEN RIGHT TURN HDG 120 DEG, THEN INTERCEPT THE OAKLAND 121 DEG RADIAL OUTBND AND FLY THE REMAINDER OF THE LOUPE FIVE DEP, MAINTAIN 5000', EXPECT FL230 5 MINUTES AFTER DEP, FL370 TEN MINUTES, AFTER DEP. CONTACT DEP ON 121.3, SQUAWK XXXX, MAINTAIN AIRSPEED BELOW 250 KTS UNTIL ADVISED.' DURING TAXI OUT, THE CAPT AND FO HAD A BRIEF DISCUSSION ABOUT THE WORDS 'EXCEPT' AND 'EXPECT' IN THE PREVIOUS CLRNC, SO THE FO CONTACTED CLRNC DELIVERY FOR A SECOND READING OF THE AMBIGUOUSLY WORDED CHANGE TO AN EXTREMELY COMPLICATED DEP. AFTER TKOF, DEP SAID RETURN TO 120 DEG INTERCEPT OAK 121 DEG RADIAL (AT NO TIME DID HE SAY RADAR VECTORS). UPON INTERCEPTING OAK 121 DEG RADIAL WE PROCEEDED OUTBND ON IT. UPON REACHING 7000 WE TURNED RIGHT DIRECT SJC, WE HAD BEEN CLRED FROM 5000 TO 12,000. SHORTLY AFTER TURN WE WERE TOLD THAT WE WERE TO MAINTAIN THE 120 HDG AND 5000', BY THEN WE WERE OUT OF 11,000 FOR 12,000. HE THEN SAID TURN LEFT TO SJC VOR, BUT WE WERE ALMOST OVER SJC VOR SO WE DID NOT TURN LEFT IMMEDIATELY AND THEN HE SAID TURN RIGHT TURN HDG 340 DEG MAINTAIN 23,000 AND CONTACT OAKLAND CENTER. THERE HAVE BEEN LOTS OF PROBLEMS WITH THIS DEP. THE SAN JOSE DME WAS NOT WORKING. I SUGGEST A CHANGE IN THIS DEP.

Data retrieved from NASA's ASRS site as of August 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.