Narrative:

This problem is systemic to the new harris kusa dcl (direct clearance) procedure in [some of the newer boeing fleets].the problem boils down to three issues: 1) the dcl clearance differs from the filed clearance. 2) the wording of the dcl assigned departure procedure is difficult to understand. 3) the load FMC step loads the wrong clearance in the CDU (control display unit). This combination of errors sets the line pilot up to fail. Issue 1:on flights originating in asia; a dcl that differs from the [airline operations proprietery flight planning software] is unusual; but when it does happen it is a non-event. Those departing asia dcls that load from the flight information page are directly from the ATC facility. My understanding is there is no 3rd party vendor.for these two domestic flights; a harris kusa dcl that differs from the operations flight plan leads to two follow on problems; what is the actual clearance and why does the wrong route load in the FMC? Flight X was filed GRABE7.okm.J181… the dcl changed the filed departure procedure to direct eaker that eliminates 4 waypoints (turn point; cuzen; yungg; grabe) and 3 climb constraints. Issue 2:the wording of the dcl is difficult for the line pilot to understand. The first line says flight X is cleared to okm via direct eaker. That means after takeoff proceed direct to eaker waypoint. There are two altitude constraints and one speed constraint that are eliminated by that line in the dcl. Then below the 'cleared to okm as filed' line is the actual clearance ATC wants you to fly. (This was verified by a voice call to dfw clearance delivery while at the gate). But the pilots don't realize it because of the 'direct eaker' line and what the load FMC prompt loads in the CDU. The inherent conflict of the wording created by 'direct eaker' and 'GRABE7.eaker' in the harris kusa dcl is unsatisfactory. Issue 3:as if correctly discerning your actual clearance is not bad enough; the load FMC prompt loads the wrong route. In both of these flights direct to eaker was loaded; when the actual ATC clearance was GRABE7.eaker. This eliminates the turn point; cuzen; yungg; and grabe plus the speed and altitude constraints in the SID. This is also unacceptable. In summary:the international flight information page dcl/load FMC process works fine. The kusa dcl/load FMC process is flawed as follows:filed clearance - GRABE7.okmkusa printed dcl clearance - direct eaker or GRABE7.eaker.okmload FMC - direct eakercorrect ATC assigned clearance - GRABE7.eaker [on a previous flight]; the correct clearance was manually loaded during takeoff (cuzen.yungg.grabe.eaker.okm...). For [this flight]; the problem was corrected at the gate.

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Original NASA ASRS Text

Title: Air carrier First Officer reported chronic anomalies with domestic clearances (KUSA) obtained via the Harris CPDLC-DCL (Direct Clearance) system which resulted in incomplete or erroneous route clearances on more than one occasion.

Narrative: This problem is systemic to the new Harris KUSA DCL (Direct Clearance) procedure in [some of the newer Boeing fleets].The problem boils down to three issues: 1) The DCL clearance differs from the filed clearance. 2) The wording of the DCL assigned departure procedure is difficult to understand. 3) The LOAD FMC step loads the wrong clearance in the CDU (Control Display Unit). This combination of errors sets the line pilot up to fail. Issue 1:On flights originating in Asia; a DCL that differs from the [Airline Operations proprietery flight planning software] is unusual; but when it does happen it is a non-event. Those departing Asia DCLs that load from the Flight Information page are directly from the ATC facility. My understanding is there is no 3rd party vendor.For these two domestic flights; a Harris KUSA DCL that differs from the Operations flight plan leads to two follow on problems; what is the actual clearance and why does the wrong route load in the FMC? Flight X was filed GRABE7.OKM.J181… The DCL changed the filed departure procedure to direct EAKER that eliminates 4 waypoints (turn point; CUZEN; YUNGG; GRABE) and 3 climb constraints. Issue 2:The wording of the DCL is difficult for the line pilot to understand. The first line says Flight X is cleared to OKM via Direct EAKER. That means after takeoff proceed direct to EAKER waypoint. There are two altitude constraints and one speed constraint that are eliminated by that line in the DCL. Then below the 'cleared to OKM as filed' line is the ACTUAL clearance ATC wants you to fly. (This was verified by a voice call to DFW Clearance Delivery while at the gate). But the pilots don't realize it because of the 'direct EAKER' line and what the LOAD FMC prompt loads in the CDU. The inherent conflict of the wording created by 'direct EAKER' and 'GRABE7.EAKER' in the Harris KUSA DCL is unsatisfactory. Issue 3:As if correctly discerning your actual clearance is not bad enough; the LOAD FMC prompt loads the wrong route. In both of these flights Direct to EAKER was loaded; when the actual ATC clearance was GRABE7.EAKER. This eliminates the turn point; CUZEN; YUNGG; and GRABE plus the speed and altitude constraints in the SID. This is also unacceptable. In summary:The international Flight Information Page DCL/LOAD FMC process works fine. The KUSA DCL/LOAD FMC process is flawed as follows:Filed clearance - GRABE7.OKMKUSA printed DCL clearance - Direct EAKER OR GRABE7.EAKER.OKMLOAD FMC - Direct EAKERCorrect ATC assigned clearance - GRABE7.EAKER [On a previous flight]; the correct clearance was manually loaded during takeoff (CUZEN.YUNGG.GRABE.EAKER.OKM...). For [this flight]; the problem was corrected at the gate.

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.