Captain of an atx small transport jet failed to follow assigned departure route resulting in ATC int...

Attributes
ACN	277762
Time
Date	199407
Day	Mon
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : ral
State Reference	CA
Altitude	msl bound lower : 2000 msl bound upper : 4000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : ont artcc : zbw
Operator	common carrier : air taxi
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 135
Navigation In Use	Other Other
Flight Phase	climbout : intermediate altitude climbout : initial
Route In Use	departure other enroute : on vectors
Flight Plan	IFR
Person 1
Affiliation	company : air taxi
Function	flight crew : captain oversight : pic
Qualification	pilot : instrument pilot : cfi pilot : atp
Experience	flight time last 90 days : 90 flight time total : 7900 flight time type : 65
ASRS Report	277762
Person 2
Affiliation	company : air taxi
Function	flight crew : first officer
Qualification	pilot : commercial pilot : instrument
Events
Anomaly	altitude deviation : undershoot non adherence : clearance other anomaly other other spatial deviation
Independent Detector	atc equipment other atc equipment : unspecified other controllera
Resolutory Action	controller : issued new clearance other
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

We departed directly into the setting sun which virtually blinded us and we rotated and were in the initial climb. I had obtained the clearance myself and had set 2000 ft in the FMS altitude alert. The copilot was unaware of the clearance. In reading the clearance back to ground control, the controller had repeated direct pom 290 degrees right radar vectors to ehf, and I read that back again. Tower changed us to departure control shortly after takeoff, we were still on 280 degree heading and had leveled at 2000 ft with the FMS/ap. Departure control asked us if we were descending. We responded that we were level at 2000 heading 280 degrees. He responded 'where are you going? Oh I guess you don't know what you are doing.' I came on and explained that the sun was in our eyes and we were having trouble seeing. Departure control then assigned us a heading (vector) for (pom or possibly ehf). I told him I was starting to turn direct poz as in the original clearance, he responded I just gave you a new clearance and to climb immediately to 7000 ft. I responded that I would certainly comply with his clearance, and proceeded on the heading and climbed to 7000 ft. This controller was very antagonistic in our exchange and the first officer said that I should report this attitude. Maybe my first officer may have asked to see the clearance before we were airborne, not after we were in flight. Maybe I would have fully understood the clearance and set 4000 ft in the FMS and not have expected radar vectors after takeoff. Since I had reread the radar vector part of the clearance twice, that was the part that I remembered as we were blinded by the sun while under a heavy workload and more demanding phase of flight. Maybe I would have reviewed the clearance with the first officer so that she could back me up. Lastly, having less than 100 ft in type and only one prior flight with this first officer and no crew training with her. We need to work on crew coordination and cockpit duties.

Original NASA ASRS Text

Title: CAPT OF AN ATX SMT JET FAILED TO FOLLOW ASSIGNED DEP RTE RESULTING IN ATC INTERVENTION TO BRING SWIFTLY IN A CLB AND DIRECTION TO AVOID OTHER TFC AND HIGH RISING TERRAIN.

Narrative: WE DEPARTED DIRECTLY INTO THE SETTING SUN WHICH VIRTUALLY BLINDED US AND WE ROTATED AND WERE IN THE INITIAL CLB. I HAD OBTAINED THE CLRNC MYSELF AND HAD SET 2000 FT IN THE FMS ALT ALERT. THE COPLT WAS UNAWARE OF THE CLRNC. IN READING THE CLRNC BACK TO GND CTL, THE CTLR HAD REPEATED DIRECT POM 290 DEGS R RADAR VECTORS TO EHF, AND I READ THAT BACK AGAIN. TWR CHANGED US TO DEP CTL SHORTLY AFTER TKOF, WE WERE STILL ON 280 DEG HDG AND HAD LEVELED AT 2000 FT WITH THE FMS/AP. DEP CTL ASKED US IF WE WERE DSNDING. WE RESPONDED THAT WE WERE LEVEL AT 2000 HDG 280 DEGS. HE RESPONDED 'WHERE ARE YOU GOING? OH I GUESS YOU DON'T KNOW WHAT YOU ARE DOING.' I CAME ON AND EXPLAINED THAT THE SUN WAS IN OUR EYES AND WE WERE HAVING TROUBLE SEEING. DEP CTL THEN ASSIGNED US A HDG (VECTOR) FOR (POM OR POSSIBLY EHF). I TOLD HIM I WAS STARTING TO TURN DIRECT POZ AS IN THE ORIGINAL CLRNC, HE RESPONDED I JUST GAVE YOU A NEW CLRNC AND TO CLB IMMEDIATELY TO 7000 FT. I RESPONDED THAT I WOULD CERTAINLY COMPLY WITH HIS CLRNC, AND PROCEEDED ON THE HDG AND CLBED TO 7000 FT. THIS CTLR WAS VERY ANTAGONISTIC IN OUR EXCHANGE AND THE FO SAID THAT I SHOULD RPT THIS ATTITUDE. MAYBE MY FO MAY HAVE ASKED TO SEE THE CLRNC BEFORE WE WERE AIRBORNE, NOT AFTER WE WERE IN FLT. MAYBE I WOULD HAVE FULLY UNDERSTOOD THE CLRNC AND SET 4000 FT IN THE FMS AND NOT HAVE EXPECTED RADAR VECTORS AFTER TKOF. SINCE I HAD REREAD THE RADAR VECTOR PART OF THE CLRNC TWICE, THAT WAS THE PART THAT I REMEMBERED AS WE WERE BLINDED BY THE SUN WHILE UNDER A HVY WORKLOAD AND MORE DEMANDING PHASE OF FLT. MAYBE I WOULD HAVE REVIEWED THE CLRNC WITH THE FO SO THAT SHE COULD BACK ME UP. LASTLY, HAVING LESS THAN 100 FT IN TYPE AND ONLY ONE PRIOR FLT WITH THIS FO AND NO CREW TRAINING WITH HER. WE NEED TO WORK ON CREW COORD AND COCKPIT DUTIES.

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.

Captain of an atx small transport jet failed to follow assigned departure route resulting in ATC intervention to bring swiftly in a climb and direction to avoid other traffic and high rising terrain.