Narrative:

Our clearance was to include the newark SID which calls for a left turn to 190 degrees off runway 22L then a right turn to 220 degrees at a localizer DME fix. The clearance was modified to include the right turn at 2 DME. I misunderstood the clearance to mean straight out to 2 DME for a right turn given as a vector. Departure simply gave us our right turn to 240 degrees and a climb clearance to 9000 ft. My first officer was flying and leveled at 2500 ft (original altitude from SID). I didn't hear the 9000 ft directive. Departure asked if we were climbing to 9000 ft. I asked my first officer if we'd been cleared to 9000 ft. He said 'yes' so we expedited to 9000 ft. The controller didn't seem upset (it was late and not much traffic), but I had compounded 2 errors in 1 departure. Contributing factors: I was supposed to be training a new hire first officer but the company decided to use (abuse) us to ferry broken planes and had us flying all over the system for hours. We (my new first officer and I) were extremely tired and I was particularly angry at having my training agenda interrupted. I should not have flown the trips under those circumstances. My anger and fatigue obviously compromised my ability to do my job. I think that it is the nature of aviation to function in a 'crisis management' mode. I choose to solve the problem for myself by quitting training and going back to line flying.

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Original NASA ASRS Text

Title: COMMUTER ACFT WITH TRAINING IN PROGRESS ON FERRY FLT MISINTERPRETS SID MODIFIED CLRNC.

Narrative: OUR CLRNC WAS TO INCLUDE THE NEWARK SID WHICH CALLS FOR A L TURN TO 190 DEGS OFF RWY 22L THEN A R TURN TO 220 DEGS AT A LOC DME FIX. THE CLRNC WAS MODIFIED TO INCLUDE THE R TURN AT 2 DME. I MISUNDERSTOOD THE CLRNC TO MEAN STRAIGHT OUT TO 2 DME FOR A R TURN GIVEN AS A VECTOR. DEP SIMPLY GAVE US OUR R TURN TO 240 DEGS AND A CLB CLRNC TO 9000 FT. MY FO WAS FLYING AND LEVELED AT 2500 FT (ORIGINAL ALT FROM SID). I DIDN'T HEAR THE 9000 FT DIRECTIVE. DEP ASKED IF WE WERE CLBING TO 9000 FT. I ASKED MY FO IF WE'D BEEN CLRED TO 9000 FT. HE SAID 'YES' SO WE EXPEDITED TO 9000 FT. THE CTLR DIDN'T SEEM UPSET (IT WAS LATE AND NOT MUCH TFC), BUT I HAD COMPOUNDED 2 ERRORS IN 1 DEP. CONTRIBUTING FACTORS: I WAS SUPPOSED TO BE TRAINING A NEW HIRE FO BUT THE COMPANY DECIDED TO USE (ABUSE) US TO FERRY BROKEN PLANES AND HAD US FLYING ALL OVER THE SYS FOR HRS. WE (MY NEW FO AND I) WERE EXTREMELY TIRED AND I WAS PARTICULARLY ANGRY AT HAVING MY TRAINING AGENDA INTERRUPTED. I SHOULD NOT HAVE FLOWN THE TRIPS UNDER THOSE CIRCUMSTANCES. MY ANGER AND FATIGUE OBVIOUSLY COMPROMISED MY ABILITY TO DO MY JOB. I THINK THAT IT IS THE NATURE OF AVIATION TO FUNCTION IN A 'CRISIS MGMNT' MODE. I CHOOSE TO SOLVE THE PROB FOR MYSELF BY QUITTING TRAINING AND GOING BACK TO LINE FLYING.

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.