Track deviation while flying departure SID.

Attributes
ACN	129794
Time
Date	198912
Day	Fri
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : yyc
State Reference	AB
Altitude	msl bound lower : 5000 msl bound upper : 6500
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Controlling Facilities	tracon : uuc tower : gal
Operator	common carrier : air carrier
Make Model Name	Medium Large Transport, Low Wing, 2 Turbojet Eng
Flight Phase	climbout : initial climbout : intermediate altitude
Route In Use	departure sid : sid
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : commercial pilot : instrument
Experience	flight time last 90 days : 180 flight time total : 3500 flight time type : 1500
ASRS Report	129794
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	non adherence : clearance non adherence : published procedure other spatial deviation
Independent Detector	other controllera other flight crewa
Resolutory Action	flight crew : returned to intended course or assigned course
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

On departure from calgary international on the calgary SID 1, ATC gave us a clearance to turn right to 295 degrees and climb FL220. He also mentioned something about 6500'. The captain read back the clearance. I initiated a turn to 295 degrees. After 30 degrees of turn, the captain pointed out that the clearance was to initiate the turn only after climbing through 6500' MSL. I immediately rolled back to initial heading and expedited a climb through 6500' MSL, and then began my turn to 295 degrees. It was clearly my error. Through the month it had been difficult for me to understand the captain during his radio transmission and conversations in the cockpit due to the fact that he is a very soft-spoken person. When I don't understand a clearance completely (when I'm flying), I depend on listening to the captain's readback to understand the parts missed. When I can't hear the captain's readback, it removes that element of confirmation. 2 points: I shouldn't depend on the readback for the clearance comprehension, and PNF's should be assertive when speaking on the radio.

Original NASA ASRS Text

Title: TRACK DEVIATION WHILE FLYING DEP SID.

Narrative: ON DEP FROM CALGARY INTL ON THE CALGARY SID 1, ATC GAVE US A CLRNC TO TURN RIGHT TO 295 DEGS AND CLB FL220. HE ALSO MENTIONED SOMETHING ABOUT 6500'. THE CAPT READ BACK THE CLRNC. I INITIATED A TURN TO 295 DEGS. AFTER 30 DEGS OF TURN, THE CAPT POINTED OUT THAT THE CLRNC WAS TO INITIATE THE TURN ONLY AFTER CLBING THROUGH 6500' MSL. I IMMEDIATELY ROLLED BACK TO INITIAL HDG AND EXPEDITED A CLB THROUGH 6500' MSL, AND THEN BEGAN MY TURN TO 295 DEGS. IT WAS CLEARLY MY ERROR. THROUGH THE MONTH IT HAD BEEN DIFFICULT FOR ME TO UNDERSTAND THE CAPT DURING HIS RADIO XMISSION AND CONVERSATIONS IN THE COCKPIT DUE TO THE FACT THAT HE IS A VERY SOFT-SPOKEN PERSON. WHEN I DON'T UNDERSTAND A CLRNC COMPLETELY (WHEN I'M FLYING), I DEPEND ON LISTENING TO THE CAPT'S READBACK TO UNDERSTAND THE PARTS MISSED. WHEN I CAN'T HEAR THE CAPT'S READBACK, IT REMOVES THAT ELEMENT OF CONFIRMATION. 2 POINTS: I SHOULDN'T DEPEND ON THE READBACK FOR THE CLRNC COMPREHENSION, AND PNF'S SHOULD BE ASSERTIVE WHEN SPEAKING ON THE RADIO.

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.