Narrative:

I called ric clearance delivery to obtain our clearance for flight ric to phl. Our release showed ric V16 canny dqo 195 dqo phl. However, ric clearance gave us 'fly the ric 074 degree radial to model, intercept V33, maintain 3000 ft, expect 19000 ft, departure 126.4, squawk XXXX.' we called clearance back twice to verify the remainder of the routing and were explicitly told dqo 195 degree radial, dqo, phl. Later in the flight I requested direct pxt and was told unable. We also asked center to verify the routing as it had already been a topic of conversation between the captain and I, and we had already been given a couple of vectors. We were told V33 canny, dqo 195 degree radial, dqo, phl. Later, we were given a vector to intercept the airway. I assumed this meant V16 to pxt so I dialed in the pxt 238 detail radial inbound (i.e., V16). Evidently, the controller meant V33 as he called later to tell us we were approaching a restr area which must have been either R4005 or R4006. Had I known we were to intercept V33 instead of V16 we would have had the hcm 010 degree radial dialed in and realized we were east on V33. My concern with situational awareness was that we intercept V16 from the south. A couple of factors affected what was obviously a lack of communication by all concerned. It is possible that we missed a call from center as we were experiencing a bleed-over on their frequency and commented to them as such. However, I think the main factor was richmond clearance failing to read the complete clearance, especially since it was different from the original release.

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Original NASA ASRS Text

Title: FLC OF ACR MLG ACFT INADVERTENTLY DEVIATED FROM ASSIGNED COURSE DUE TO A COM MISUNDERSTANDING WITH ATC CLRNC DELIVERY.

Narrative: I CALLED RIC CLRNC DELIVERY TO OBTAIN OUR CLRNC FOR FLT RIC TO PHL. OUR RELEASE SHOWED RIC V16 CANNY DQO 195 DQO PHL. HOWEVER, RIC CLRNC GAVE US 'FLY THE RIC 074 DEG RADIAL TO MODEL, INTERCEPT V33, MAINTAIN 3000 FT, EXPECT 19000 FT, DEP 126.4, SQUAWK XXXX.' WE CALLED CLRNC BACK TWICE TO VERIFY THE REMAINDER OF THE ROUTING AND WERE EXPLICITLY TOLD DQO 195 DEG RADIAL, DQO, PHL. LATER IN THE FLT I REQUESTED DIRECT PXT AND WAS TOLD UNABLE. WE ALSO ASKED CTR TO VERIFY THE ROUTING AS IT HAD ALREADY BEEN A TOPIC OF CONVERSATION BTWN THE CAPT AND I, AND WE HAD ALREADY BEEN GIVEN A COUPLE OF VECTORS. WE WERE TOLD V33 CANNY, DQO 195 DEG RADIAL, DQO, PHL. LATER, WE WERE GIVEN A VECTOR TO INTERCEPT THE AIRWAY. I ASSUMED THIS MEANT V16 TO PXT SO I DIALED IN THE PXT 238 DETAIL RADIAL INBOUND (I.E., V16). EVIDENTLY, THE CTLR MEANT V33 AS HE CALLED LATER TO TELL US WE WERE APCHING A RESTR AREA WHICH MUST HAVE BEEN EITHER R4005 OR R4006. HAD I KNOWN WE WERE TO INTERCEPT V33 INSTEAD OF V16 WE WOULD HAVE HAD THE HCM 010 DEG RADIAL DIALED IN AND REALIZED WE WERE E ON V33. MY CONCERN WITH SITUATIONAL AWARENESS WAS THAT WE INTERCEPT V16 FROM THE S. A COUPLE OF FACTORS AFFECTED WHAT WAS OBVIOUSLY A LACK OF COM BY ALL CONCERNED. IT IS POSSIBLE THAT WE MISSED A CALL FROM CTR AS WE WERE EXPERIENCING A BLEED-OVER ON THEIR FREQ AND COMMENTED TO THEM AS SUCH. HOWEVER, I THINK THE MAIN FACTOR WAS RICHMOND CLRNC FAILING TO READ THE COMPLETE CLRNC, ESPECIALLY SINCE IT WAS DIFFERENT FROM THE ORIGINAL RELEASE.

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.