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During pushback first officer receives a new departure clearance. PF was on different radio and didn't hear the new clearance. First officer stated the clearance incorrectly, not checked by PF and resulted in a pilot deviation.
| Attributes | |
| ACN | 413130 |
| Time | |
| Date | 199809 |
| Day | Tue |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : slc |
| State Reference | UT |
| Altitude | msl bound lower : 8000 msl bound upper : 8000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : slc |
| Operator | common carrier : air carrier |
| Make Model Name | B737-300 |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | Other Other |
| Flight Phase | climbout : takeoff climbout : intermediate altitude |
| Route In Use | departure other departure sid : sid |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : flight engineer pilot : atp |
| Experience | flight time last 90 days : 196 flight time total : 15000 flight time type : 1400 |
| ASRS Report | 413130 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : commercial pilot : instrument |
| Events | |
| Anomaly | non adherence : published procedure non adherence : clearance other spatial deviation |
| Independent Detector | other flight crewa |
| Resolutory Action | none taken : detected after the fact |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
After pushback at slc, I was switching from interphone to #1 radio as my copilot was talking to ground control. The copilot informed me that ground had issued a new departure clearance. I had not switched radios in time to hear the clearance. The copilot had written that we were cleared via the slc 5 departure to intercept the 094 degree radial from slc VOR then intercept the 303 degree radial from myton VOR, myton flight plan route. I interpreted that to mean an intercept right after takeoff. The previous clearance was to fly the jazzz 1. I did not read the slc 5 as closely as I should have. We turned to intercept the slc 094 degree radial when we should have maintained a 340 degree heading. The WX was clear and we had no problem with the high terrain east of the airport. This second clearance came at a busy time. We were assigned runway 34R, but because of the construction causing a shortened runway we had to call back for runway 34L because of performance considerations.
Original NASA ASRS Text
Title: DURING PUSHBACK FO RECEIVES A NEW DEP CLRNC. PF WAS ON DIFFERENT RADIO AND DIDN'T HEAR THE NEW CLRNC. FO STATED THE CLRNC INCORRECTLY, NOT CHKED BY PF AND RESULTED IN A PLTDEV.
Narrative: AFTER PUSHBACK AT SLC, I WAS SWITCHING FROM INTERPHONE TO #1 RADIO AS MY COPLT WAS TALKING TO GND CTL. THE COPLT INFORMED ME THAT GND HAD ISSUED A NEW DEP CLRNC. I HAD NOT SWITCHED RADIOS IN TIME TO HEAR THE CLRNC. THE COPLT HAD WRITTEN THAT WE WERE CLRED VIA THE SLC 5 DEP TO INTERCEPT THE 094 DEG RADIAL FROM SLC VOR THEN INTERCEPT THE 303 DEG RADIAL FROM MYTON VOR, MYTON FLT PLAN RTE. I INTERPED THAT TO MEAN AN INTERCEPT RIGHT AFTER TKOF. THE PREVIOUS CLRNC WAS TO FLY THE JAZZZ 1. I DID NOT READ THE SLC 5 AS CLOSELY AS I SHOULD HAVE. WE TURNED TO INTERCEPT THE SLC 094 DEG RADIAL WHEN WE SHOULD HAVE MAINTAINED A 340 DEG HDG. THE WX WAS CLR AND WE HAD NO PROB WITH THE HIGH TERRAIN E OF THE ARPT. THIS SECOND CLRNC CAME AT A BUSY TIME. WE WERE ASSIGNED RWY 34R, BUT BECAUSE OF THE CONSTRUCTION CAUSING A SHORTENED RWY WE HAD TO CALL BACK FOR RWY 34L BECAUSE OF PERFORMANCE CONSIDERATIONS.
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.