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CE680 flight crew misunderstands a pre departure clearance clearance using CVG033056 as the first fix then rikle which is only .3 NM away. The first officer assumes that the fix should be CVG330056 and enters it in the FMC; which results in a track deviation after takeoff. The ATC computers were attempting to give the flight the requested route direct rikle; which does not exist in the low altitude structure; using a radial and DME.
| Attributes | |
| ACN | 1279717 |
| Time | |
| Date | 201507 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | ZID.ARTCC |
| State Reference | IN |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Cessna Citation Sovereign (C680) |
| Operating Under FAR Part | Part 135 |
| Flight Phase | Climb |
| Flight Plan | IFR |
| Component | |
| Aircraft Component | FMS/FMC |
| Person 1 | |
| Function | First Officer Pilot Not Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Person 2 | |
| Function | Pilot Flying Captain |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Events | |
| Anomaly | ATC Issue All Types Deviation - Procedural Clearance Deviation - Procedural Published Material / Policy Deviation - Track / Heading All Types |
Narrative:
Departed cvg and after initial vectors; we are assigned to proceed direct to CVG033056 fix on course per our clearance. I had misinterpreted the pre departure clearance clearance as cvg 330 radial; 56 DME and put the fix in. I had checked the 033 radial; 56 DME fix and disregarded it due to it being 0.3nm past the next fix in our clearance which was rikle. After heading towards the incorrect fix; ATC queried us; corrected our interpretation of the fix; and we proceeded to the correct fix location. The FMS then showed us doing a left turn to go the 0.3nm back to rikle (which would have been two 180 course reversals on our course). We queried ATC and were cleared direct rikle on course. In conjunction with this occurrence; we were still trying to self-learn/apply the aom (aircraft operations manual) and new flap retraction altitude (which seems to always conflict with communicating with ATC regarding hdg; alt; freq changes) and incorporate it into operating the aircraft safely. First; I don't understand why we were assigned an initial fix that is 0.3nm past our second assigned fix; which; if flown; would result in two 180 turns on course. Second; I'd like to suggest a little easier to interpret method of assigning fixes via pre departure clearance. A significantly simpler way to positively communicate that fix would be cvg/033/056 thereby individually separating the fix/radial/DME.
Original NASA ASRS Text
Title: CE680 Flight Crew misunderstands a PDC clearance using CVG033056 as the first fix then RIKLE which is only .3 NM away. The First Officer assumes that the fix should be CVG330056 and enters it in the FMC; which results in a track deviation after takeoff. The ATC computers were attempting to give the flight the requested route direct RIKLE; which does not exist in the low altitude structure; using a Radial and DME.
Narrative: Departed CVG and after initial vectors; we are assigned to proceed direct to CVG033056 fix on course per our clearance. I had misinterpreted the PDC clearance as CVG 330 radial; 56 DME and put the fix in. I had checked the 033 Radial; 56 DME fix and disregarded it due to it being 0.3nm PAST the next fix in our clearance which was RIKLE. After heading towards the incorrect fix; ATC queried us; corrected our interpretation of the fix; and we proceeded to the correct fix location. The FMS then showed us doing a left turn to go the 0.3nm back to RIKLE (which would have been two 180 course reversals on our course). We queried ATC and were cleared direct RIKLE on course. In conjunction with this occurrence; we were still trying to self-learn/apply the AOM (Aircraft Operations Manual) and new Flap Retraction Altitude (which seems to always conflict with communicating with ATC regarding hdg; alt; freq changes) and incorporate it into operating the aircraft safely. First; I don't understand why we were assigned an initial fix that is 0.3nm PAST our second assigned fix; which; if flown; would result in two 180 turns on course. Second; I'd like to suggest a little easier to interpret method of assigning fixes via PDC. A significantly simpler way to positively communicate that fix would be CVG/033/056 thereby individually separating the fix/radial/DME.
Data retrieved from NASA's ASRS site 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.