Narrative:

During departure climb out, cabin would not pressurize, so we returned to hnl. We parked next to aircraft xx, loaded the passenger onto that aircraft, did a complete preflight and received a new dispatch release (which was the same as the previous release, except for the aircraft #). We set in the previously assigned transponder code and were ready to block out 16 mins after we blocked in with the previous aircraft. Being concerned with maintaining our much improved on-time departure record, we were anxious to depart again as soon as possible, and we were pleased with the rapid turnaround that we had just completed. Copilot requested an received taxi clearance to runway 8L lima intersection and we were subsequently cleared for takeoff by hnl tower. On climb out I was heading 140 degrees, flying the molokai 3 SID, when tower told us to maintain 1500' and fly the shoreline 3 (VFR) departure. Copilot responded that we were at 2500' and en route to jhm. Tower advised that hnl center did not have our flight plan and that we should fly the shoreline 3 departure and maintain 3500' until they could get us an IFR clearance. We were then switched over to departure control. Departure control asked us whether we were IFR or VFR and asked if we had 'requested departure.' we asked him to clarify and he asked if we had requested a VFR departure and then been intending to pick up an IFR clearance en route. We replied negative. He asked if tower had given us takeoff clearance. We replied affirmative. Departure later issued an IFR clearance to jhm with a new transponder code. We were both amazed that we had not remembered to request a new clearance before we had taxied. In instances when we discover a maintenance problem before we takeoff, when we return to the parking ramp to have it corrected, either tower or ground control will ask us if we would like to have them hold our flight plan open. Then, when we are ready to depart again, we already have our flight plan clearance and are using the same transponder code. However, in our 6/90 incident, we had taken off and landed and the proper thing to do would have been to obtain a new IFR clearance before departing the second time. We were also surprised that hnl ground control and tower issued taxi and takeoff clrncs to us. We concluded that with our preoccupation with a quick turnaround time and due to having an identical looking dispatch release with the same call sign and flight plan, it just never occurred to us to obtain a new clearance. We are now adding verification of current ATC flight plan clearance to our personal checklists.

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Original NASA ASRS Text

Title: ACR FLT CREW UNABLE TO PRESSURIZE ACFT. RETURNED TO HNL, CHANGED PLANES AND DEPARTED WITHOUT REQUESTING CLRNC PRIOR TO TAXI.

Narrative: DURING DEP CLBOUT, CABIN WOULD NOT PRESSURIZE, SO WE RETURNED TO HNL. WE PARKED NEXT TO ACFT XX, LOADED THE PAX ONTO THAT ACFT, DID A COMPLETE PREFLT AND RECEIVED A NEW DISPATCH RELEASE (WHICH WAS THE SAME AS THE PREVIOUS RELEASE, EXCEPT FOR THE ACFT #). WE SET IN THE PREVIOUSLY ASSIGNED XPONDER CODE AND WERE READY TO BLOCK OUT 16 MINS AFTER WE BLOCKED IN WITH THE PREVIOUS ACFT. BEING CONCERNED WITH MAINTAINING OUR MUCH IMPROVED ON-TIME DEP RECORD, WE WERE ANXIOUS TO DEPART AGAIN ASAP, AND WE WERE PLEASED WITH THE RAPID TURNAROUND THAT WE HAD JUST COMPLETED. COPLT REQUESTED AN RECEIVED TAXI CLRNC TO RWY 8L LIMA INTXN AND WE WERE SUBSEQUENTLY CLRED FOR TKOF BY HNL TWR. ON CLBOUT I WAS HDG 140 DEGS, FLYING THE MOLOKAI 3 SID, WHEN TWR TOLD US TO MAINTAIN 1500' AND FLY THE SHORELINE 3 (VFR) DEP. COPLT RESPONDED THAT WE WERE AT 2500' AND ENRTE TO JHM. TWR ADVISED THAT HNL CENTER DID NOT HAVE OUR FLT PLAN AND THAT WE SHOULD FLY THE SHORELINE 3 DEP AND MAINTAIN 3500' UNTIL THEY COULD GET US AN IFR CLRNC. WE WERE THEN SWITCHED OVER TO DEP CTL. DEP CTL ASKED US WHETHER WE WERE IFR OR VFR AND ASKED IF WE HAD 'REQUESTED DEP.' WE ASKED HIM TO CLARIFY AND HE ASKED IF WE HAD REQUESTED A VFR DEP AND THEN BEEN INTENDING TO PICK UP AN IFR CLRNC ENRTE. WE REPLIED NEGATIVE. HE ASKED IF TWR HAD GIVEN US TKOF CLRNC. WE REPLIED AFFIRMATIVE. DEP LATER ISSUED AN IFR CLRNC TO JHM WITH A NEW XPONDER CODE. WE WERE BOTH AMAZED THAT WE HAD NOT REMEMBERED TO REQUEST A NEW CLRNC BEFORE WE HAD TAXIED. IN INSTANCES WHEN WE DISCOVER A MAINT PROB BEFORE WE TKOF, WHEN WE RETURN TO THE PARKING RAMP TO HAVE IT CORRECTED, EITHER TWR OR GND CTL WILL ASK US IF WE WOULD LIKE TO HAVE THEM HOLD OUR FLT PLAN OPEN. THEN, WHEN WE ARE READY TO DEPART AGAIN, WE ALREADY HAVE OUR FLT PLAN CLRNC AND ARE USING THE SAME XPONDER CODE. HOWEVER, IN OUR 6/90 INCIDENT, WE HAD TAKEN OFF AND LANDED AND THE PROPER THING TO DO WOULD HAVE BEEN TO OBTAIN A NEW IFR CLRNC BEFORE DEPARTING THE SECOND TIME. WE WERE ALSO SURPRISED THAT HNL GND CTL AND TWR ISSUED TAXI AND TKOF CLRNCS TO US. WE CONCLUDED THAT WITH OUR PREOCCUPATION WITH A QUICK TURNAROUND TIME AND DUE TO HAVING AN IDENTICAL LOOKING DISPATCH RELEASE WITH THE SAME CALL SIGN AND FLT PLAN, IT JUST NEVER OCCURRED TO US TO OBTAIN A NEW CLRNC. WE ARE NOW ADDING VERIFICATION OF CURRENT ATC FLT PLAN CLRNC TO OUR PERSONAL CHKLISTS.

Data retrieved from NASA's ASRS site as of July 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.