Narrative:

On oct/tue/99, at approximately XA18 local time, flight was issued a takeoff clearance from the lse tower. I was the first officer, PNF, and read back the clearance. To the best of my knowledge the tower said, 'cleared for takeoff, runway reading, up to 10000 ft.' this is what I believe I read back to the tower controller. However, the previous clearance given to me by the tower, when I called for it at the gate, was to climb to 5000 ft and direct to the VOR nodine, which is about a 275 degree heading after departing runway 36. This clearance is what normally is expected most of the time, and was an expectation of the captain and myself. However, this time I believed the clearance was what I had read back to the tower controller. The takeoff commenced and we were straight out until about 4000 ft MSL. At that point, the tower handed us off to ZMP. I checked on with center by saying, 'ZMP, aircraft X, runway heading 4500 ft for 10000 ft.' the center read back and confirmed what I had just said in their response. At this point the captain turned to me and asked, 'aren't we supposed to turn towards nodine?' I said, 'I don't think so, the clearance, as I understood, was runway heading to 10000 ft.' the captain told me to verify this with the tower, even though we were no longer with them. I didn't have much of a chance right away because of my flows, so the captain took it upon himself to call the tower again. The captain did so and got back to me about 30 seconds later and told me the tower controller thought he cleared us to nodine. So then the captain changed our 360 degree heading to about 275 degrees on his own and at the same time called ZMP to let them know of his change. ZMP responded that he really shouldn't do that, but stay on the previously assigned clearance read back by the center after we checked on with them. Since there was no traffic in the vicinity, the controller said it didn't matter and to proceed direct to nodine. She issued us a new clearance to nodine, but recommended that we not deviate from our clearance again. I knew the captain was somewhat pissed at me, so he was quiet for a short time before speaking again, in a condescending tone. Issues involved here included: a 9 leg, 13.5 hour duty day. It is my personal opinion that this duty day length is unsafe. The tower controller spoke quickly and was hard to understand. The captain is condescending and does not trust his first officer to do his job properly. It is possible that the misunderstanding was my fault (first officer), but to the best of my knowledge I read back the correct clrncs to be complied with.

Related reports:

Google
 

Original NASA ASRS Text

Title: ON DEP FROM LSE, AN SF340 FO, PNF, EXPERIENCED A TOTAL LOSS OF CRM, RESULTING IN A TRACK DEV DUE TO HIS CAPT'S LOSS OF SITUATIONAL AWARENESS AND MISTRUST OF THE INFO PROVIDED BY THE FO.

Narrative: ON OCT/TUE/99, AT APPROX XA18 LCL TIME, FLT WAS ISSUED A TKOF CLRNC FROM THE LSE TWR. I WAS THE FO, PNF, AND READ BACK THE CLRNC. TO THE BEST OF MY KNOWLEDGE THE TWR SAID, 'CLRED FOR TKOF, RWY READING, UP TO 10000 FT.' THIS IS WHAT I BELIEVE I READ BACK TO THE TWR CTLR. HOWEVER, THE PREVIOUS CLRNC GIVEN TO ME BY THE TWR, WHEN I CALLED FOR IT AT THE GATE, WAS TO CLB TO 5000 FT AND DIRECT TO THE VOR NODINE, WHICH IS ABOUT A 275 DEG HDG AFTER DEPARTING RWY 36. THIS CLRNC IS WHAT NORMALLY IS EXPECTED MOST OF THE TIME, AND WAS AN EXPECTATION OF THE CAPT AND MYSELF. HOWEVER, THIS TIME I BELIEVED THE CLRNC WAS WHAT I HAD READ BACK TO THE TWR CTLR. THE TKOF COMMENCED AND WE WERE STRAIGHT OUT UNTIL ABOUT 4000 FT MSL. AT THAT POINT, THE TWR HANDED US OFF TO ZMP. I CHKED ON WITH CTR BY SAYING, 'ZMP, ACFT X, RWY HEADING 4500 FT FOR 10000 FT.' THE CTR READ BACK AND CONFIRMED WHAT I HAD JUST SAID IN THEIR RESPONSE. AT THIS POINT THE CAPT TURNED TO ME AND ASKED, 'AREN'T WE SUPPOSED TO TURN TOWARDS NODINE?' I SAID, 'I DON'T THINK SO, THE CLRNC, AS I UNDERSTOOD, WAS RWY HEADING TO 10000 FT.' THE CAPT TOLD ME TO VERIFY THIS WITH THE TWR, EVEN THOUGH WE WERE NO LONGER WITH THEM. I DIDN'T HAVE MUCH OF A CHANCE RIGHT AWAY BECAUSE OF MY FLOWS, SO THE CAPT TOOK IT UPON HIMSELF TO CALL THE TWR AGAIN. THE CAPT DID SO AND GOT BACK TO ME ABOUT 30 SECONDS LATER AND TOLD ME THE TWR CTLR THOUGHT HE CLRED US TO NODINE. SO THEN THE CAPT CHANGED OUR 360 DEG HDG TO ABOUT 275 DEGS ON HIS OWN AND AT THE SAME TIME CALLED ZMP TO LET THEM KNOW OF HIS CHANGE. ZMP RESPONDED THAT HE REALLY SHOULDN'T DO THAT, BUT STAY ON THE PREVIOUSLY ASSIGNED CLRNC READ BACK BY THE CTR AFTER WE CHKED ON WITH THEM. SINCE THERE WAS NO TFC IN THE VICINITY, THE CTLR SAID IT DIDN'T MATTER AND TO PROCEED DIRECT TO NODINE. SHE ISSUED US A NEW CLRNC TO NODINE, BUT RECOMMENDED THAT WE NOT DEVIATE FROM OUR CLRNC AGAIN. I KNEW THE CAPT WAS SOMEWHAT PISSED AT ME, SO HE WAS QUIET FOR A SHORT TIME BEFORE SPEAKING AGAIN, IN A CONDESCENDING TONE. ISSUES INVOLVED HERE INCLUDED: A 9 LEG, 13.5 HR DUTY DAY. IT IS MY PERSONAL OPINION THAT THIS DUTY DAY LENGTH IS UNSAFE. THE TWR CTLR SPOKE QUICKLY AND WAS HARD TO UNDERSTAND. THE CAPT IS CONDESCENDING AND DOES NOT TRUST HIS FO TO DO HIS JOB PROPERLY. IT IS POSSIBLE THAT THE MISUNDERSTANDING WAS MY FAULT (FO), BUT TO THE BEST OF MY KNOWLEDGE I READ BACK THE CORRECT CLRNCS TO BE COMPLIED WITH.

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.