Narrative:

While working sr [radar position] for the departure push ([company 1] departures and other scheduled air carriers that all try to leave at the same time in the morning); aircraft X departed on heading 280 so other traffic could be turned inside of him. I left him on this heading until around 5 or 6 miles west of the airport before sending him direct his first fix. At that point; he advised me that he was actually a /G and wanted to go direct [to] his destination; rather than ZZZ. At this point ZOB had already taken the handoff and we didn't have control to amend the flight plan. I had a number of other departure aircraft I was working at this point; including other northbound departures that he may have conflicted with by going direct his destination. I coordinated with ZOB to let them know that he was /G and wanted direct. They advised that they had his request. I relayed that to the pilot but told him that for now he needed to proceed direct ZZZ. I also admonished him to please make this known while on the ground; before he gets in the air. He asked what type of aircraft we showed on his strip. I told him [type]/G. He revealed that he had asked clearance delivery for his [different type aircraft]/G flight plan and they apparently gave him the wrong one. There are two main points to be taken from this situation in my opinion. #1. The [company 1] departure aircraft have a serious problem with their dispatch. We often have as many as 3 or 4 different flight plans for a given callsign each morning; each having different equipment suffixes and aircraft types. They need to find a way to reduce the confusion on their end. This would greatly reduce the workload and confusion on our end. #2. OJT was in progress when he received his clearance this morning. I checked the tapes to see if we did indeed issue the wrong clearance. We did. I have a few recommendations.1. Remove [controllers initials] eligibility to be an ojti. He's a dangerous enough controller working on his own. When he's charged with providing oversight on a developmental; it's a disaster waiting to happen.2. Coordinate with the [company 1] departures dispatch to have them reduce the number of flight plan duplicates we get each morning.3. Brief controllers that we shouldn't be clearing 'as filed' when an aircraft has filed half a dozen different flight plans. When it comes to these departures in the morning; we should be confirming aircraft type; equipment suffix; and correct routing with each of these planes. This would help alleviate any confusion or ambiguity going forward.

Google
 

Original NASA ASRS Text

Title: LAN TRACON Controller reported a problem with a certain company and the amount of incorrect filed flight plans that cause confusion daily.

Narrative: While working SR [Radar Position] for the departure push ([company 1] departures and other scheduled air carriers that all try to leave at the same time in the morning); Aircraft X departed on heading 280 so other traffic could be turned inside of him. I left him on this heading until around 5 or 6 miles west of the airport before sending him direct his first fix. At that point; he advised me that he was actually a /G and wanted to go direct [to] his destination; rather than ZZZ. At this point ZOB had already taken the handoff and we didn't have control to amend the flight plan. I had a number of other departure aircraft I was working at this point; including other northbound departures that he may have conflicted with by going direct his destination. I coordinated with ZOB to let them know that he was /G and wanted direct. They advised that they had his request. I relayed that to the pilot but told him that for now he needed to proceed direct ZZZ. I also admonished him to please make this known while on the ground; before he gets in the air. He asked what type of aircraft we showed on his strip. I told him [type]/G. He revealed that he had asked Clearance Delivery for his [different type aircraft]/G flight plan and they apparently gave him the wrong one. There are two main points to be taken from this situation in my opinion. #1. The [company 1] departure aircraft have a serious problem with their dispatch. We often have as many as 3 or 4 different flight plans for a given callsign each morning; each having different equipment suffixes and aircraft types. They need to find a way to reduce the confusion on their end. This would greatly reduce the workload and confusion on our end. #2. OJT was in progress when he received his clearance this morning. I checked the tapes to see if we did indeed issue the wrong clearance. We did. I have a few recommendations.1. Remove [Controllers initials] eligibility to be an OJTI. He's a dangerous enough controller working on his own. When he's charged with providing oversight on a developmental; it's a disaster waiting to happen.2. Coordinate with the [Company 1] departures dispatch to have them reduce the number of flight plan duplicates we get each morning.3. Brief controllers that we shouldn't be clearing 'as filed' when an aircraft has filed half a dozen different flight plans. When it comes to these departures in the morning; we should be confirming aircraft type; equipment suffix; and correct routing with each of these planes. This would help alleviate any confusion or ambiguity going forward.

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.