Narrative:

An IFR departure was made from pah on runway 14. Conditions at the field were VMC. The crew consisted of the captain and copilot. The IFR clearance was cleared as filed, climb to 3000 ft, contact ZME 133.65 and an assigned transponder code. After conducting engine and system checks, the captain called tower for takeoff clearance. The tower cleared the aircraft to taxi into position and hold. Prior to position and hold clearance by tower, ground control advised at the end of our IFR clearance that ZME requested a minimum delay on departure. Takeoff clearance from tower was cleared for takeoff, maintain runway heading. After takeoff, tower instructed us to contact ZME at approximately 700 ft indicated. The captain contacted ZME, ZME cleared us to climb to 9000 ft. I believe they also stated radar contact. At this time a left turn was started. Approximately 30 seconds to 1 min later, ZME asked us if we had been assigned runway heading by pah tower. The captain responded that was correct. At this point, a red flag went up and the captain asked center if they wanted us to turn to a specific heading. ZME advised negative, that we were already clear of the traffic. The flight continued to destination with no further problem. I feel the contributing factors to this occurrence were: 1) failure of the captain to ensure the PF was aware of the assigned runway heading clearance by tower. 2) a feeling of importance to assist with center request conveyed by local controllers to have minimum delay. 3) WX conditions (unlimited ceiling and 10+ mi visibility) that downplayed the importance of IFR clearance instructions. 4) failure of the crew to have continually positive communication between both crew members.

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Original NASA ASRS Text

Title: FLC OF A C337 SUPER SKYMASTER FAILED TO FOLLOW RWY HDG AFTER INITIAL CLB RESULTING IN ARTCC RADAR CTLR INTERVENTION IN CONFIRMING THEIR ACTUAL CLRNC BY THE DEP TWR CTLR.

Narrative: AN IFR DEP WAS MADE FROM PAH ON RWY 14. CONDITIONS AT THE FIELD WERE VMC. THE CREW CONSISTED OF THE CAPT AND COPLT. THE IFR CLRNC WAS CLRED AS FILED, CLB TO 3000 FT, CONTACT ZME 133.65 AND AN ASSIGNED XPONDER CODE. AFTER CONDUCTING ENG AND SYS CHKS, THE CAPT CALLED TWR FOR TKOF CLRNC. THE TWR CLRED THE ACFT TO TAXI INTO POS AND HOLD. PRIOR TO POS AND HOLD CLRNC BY TWR, GND CTL ADVISED AT THE END OF OUR IFR CLRNC THAT ZME REQUESTED A MINIMUM DELAY ON DEP. TKOF CLRNC FROM TWR WAS CLRED FOR TKOF, MAINTAIN RWY HDG. AFTER TKOF, TWR INSTRUCTED US TO CONTACT ZME AT APPROX 700 FT INDICATED. THE CAPT CONTACTED ZME, ZME CLRED US TO CLB TO 9000 FT. I BELIEVE THEY ALSO STATED RADAR CONTACT. AT THIS TIME A L TURN WAS STARTED. APPROX 30 SECONDS TO 1 MIN LATER, ZME ASKED US IF WE HAD BEEN ASSIGNED RWY HDG BY PAH TWR. THE CAPT RESPONDED THAT WAS CORRECT. AT THIS POINT, A RED FLAG WENT UP AND THE CAPT ASKED CTR IF THEY WANTED US TO TURN TO A SPECIFIC HDG. ZME ADVISED NEGATIVE, THAT WE WERE ALREADY CLR OF THE TFC. THE FLT CONTINUED TO DEST WITH NO FURTHER PROB. I FEEL THE CONTRIBUTING FACTORS TO THIS OCCURRENCE WERE: 1) FAILURE OF THE CAPT TO ENSURE THE PF WAS AWARE OF THE ASSIGNED RWY HDG CLRNC BY TWR. 2) A FEELING OF IMPORTANCE TO ASSIST WITH CTR REQUEST CONVEYED BY LCL CTLRS TO HAVE MINIMUM DELAY. 3) WX CONDITIONS (UNLIMITED CEILING AND 10+ MI VISIBILITY) THAT DOWNPLAYED THE IMPORTANCE OF IFR CLRNC INSTRUCTIONS. 4) FAILURE OF THE CREW TO HAVE CONTINUALLY POSITIVE COM BTWN BOTH CREW MEMBERS.

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.