Narrative:

An IFR flight plan was filed at approximately XA10Z with a service we contract with to generate computerized flight plans to optimize our flight times aloft and act as a liaison with our airborne flight information system. At XB27Z we received a pre departure clearance via our onboard afis system as follows: 'dec/fri/99, XB27Z, pre departure clearance san-lax clearance cleared as filed san.LNSAX1.slt.lax maintain 10000 ft, frequency 119.6, squawk XXXX....' prior to engine start, we asked ground control on frequency 123.9 for engine start delays. None were expected and we were instructed to call ready for taxi. We called ready for taxi with 'pre departure clearance squawking XXXX.' we were cleared to taxi to runway 27 via taxiway C and hold short behind the G4. As we taxied, we switched to tower frequency 118.3 when we were behind the G4. The tower cleared us for takeoff and switched us over to socal departure on frequency 119.6. We reported in climbing to 10000 ft while flying the lnsay 1 as cleared using our FMS GPS/INS solution with raw data backup. We had made the r-hand to intercept the ocn 155 degree radial and proceeded in a northerly direction but had not intercepted the mzb 314 degree radial. At approximately 7000 ft the controller instructed us to 'turn immediately to a heading of 270 degrees.' the tone of her voice prompted me to make a steep turn from a 330 degree heading to 270 degrees. The TCASII had been switched from 3 NM and above in the initial climb to 20 NM and above to show targets. The r-hand TCASII was left at 3 NM and above with no targets shown. In the turn to 270 degrees, because of the target clutter, I changed the TCASII from 20 NM to 5 NM to see what the conflict was. No targets were visible. At that time the TCASII issued an RA and I had to go to the 10 NM range to see a target at 3 O'clock in yellow and 400 ft. The copilot had acquired the target visually just prior to the TA. The controller asked us to explain why we were flying north of SID. We replied by asking what that was all about in that we were flying the SID as assigned/cleared. She asked if the tower had cleared us on the peble 1 SID. We said no, that a pre departure clearance had us on the lnsay 1 as filed and the tower had not updated the departure instructions. The controller said, 'that explained the situation' and that we were not at fault for the traffic conflict. I called the san tower when on the ground at lax and he said the normal SID for runway 27 operation at san is the peble 2 and they missed it on our clearance. The controllers on duty at socal did an excellent job of recognizing the conflict and conveying in a manner that allowed us to react before the TCASII came into play. Perhaps if we had listened to clearance delivery the old fashioned way after we received our pre departure clearance we would have picked up on the fact that everybody else was getting the peble 2 SID and questioned the tower controller and caught the error on the ground.

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Original NASA ASRS Text

Title: A DEP ACR FLT FLIES THE INCORRECTLY ASSIGNED SID AND HAS A NEAR POTENTIAL CONFLICT WITH INBOUND TFC AT 7000 FT NW OF SAN, CA.

Narrative: AN IFR FLT PLAN WAS FILED AT APPROX XA10Z WITH A SVC WE CONTRACT WITH TO GENERATE COMPUTERIZED FLT PLANS TO OPTIMIZE OUR FLT TIMES ALOFT AND ACT AS A LIAISON WITH OUR AIRBORNE FLT INFO SYS. AT XB27Z WE RECEIVED A PDC VIA OUR ONBOARD AFIS SYS AS FOLLOWS: 'DEC/FRI/99, XB27Z, PDC SAN-LAX CLRNC CLRED AS FILED SAN.LNSAX1.SLT.LAX MAINTAIN 10000 FT, FREQ 119.6, SQUAWK XXXX....' PRIOR TO ENG START, WE ASKED GND CTL ON FREQ 123.9 FOR ENG START DELAYS. NONE WERE EXPECTED AND WE WERE INSTRUCTED TO CALL READY FOR TAXI. WE CALLED READY FOR TAXI WITH 'PDC SQUAWKING XXXX.' WE WERE CLRED TO TAXI TO RWY 27 VIA TXWY C AND HOLD SHORT BEHIND THE G4. AS WE TAXIED, WE SWITCHED TO TWR FREQ 118.3 WHEN WE WERE BEHIND THE G4. THE TWR CLRED US FOR TKOF AND SWITCHED US OVER TO SOCAL DEP ON FREQ 119.6. WE RPTED IN CLBING TO 10000 FT WHILE FLYING THE LNSAY 1 AS CLRED USING OUR FMS GPS/INS SOLUTION WITH RAW DATA BACKUP. WE HAD MADE THE R-HAND TO INTERCEPT THE OCN 155 DEG RADIAL AND PROCEEDED IN A NORTHERLY DIRECTION BUT HAD NOT INTERCEPTED THE MZB 314 DEG RADIAL. AT APPROX 7000 FT THE CTLR INSTRUCTED US TO 'TURN IMMEDIATELY TO A HDG OF 270 DEGS.' THE TONE OF HER VOICE PROMPTED ME TO MAKE A STEEP TURN FROM A 330 DEG HDG TO 270 DEGS. THE TCASII HAD BEEN SWITCHED FROM 3 NM AND ABOVE IN THE INITIAL CLB TO 20 NM AND ABOVE TO SHOW TARGETS. THE R-HAND TCASII WAS LEFT AT 3 NM AND ABOVE WITH NO TARGETS SHOWN. IN THE TURN TO 270 DEGS, BECAUSE OF THE TARGET CLUTTER, I CHANGED THE TCASII FROM 20 NM TO 5 NM TO SEE WHAT THE CONFLICT WAS. NO TARGETS WERE VISIBLE. AT THAT TIME THE TCASII ISSUED AN RA AND I HAD TO GO TO THE 10 NM RANGE TO SEE A TARGET AT 3 O'CLOCK IN YELLOW AND 400 FT. THE COPLT HAD ACQUIRED THE TARGET VISUALLY JUST PRIOR TO THE TA. THE CTLR ASKED US TO EXPLAIN WHY WE WERE FLYING N OF SID. WE REPLIED BY ASKING WHAT THAT WAS ALL ABOUT IN THAT WE WERE FLYING THE SID AS ASSIGNED/CLRED. SHE ASKED IF THE TWR HAD CLRED US ON THE PEBLE 1 SID. WE SAID NO, THAT A PDC HAD US ON THE LNSAY 1 AS FILED AND THE TWR HAD NOT UPDATED THE DEP INSTRUCTIONS. THE CTLR SAID, 'THAT EXPLAINED THE SIT' AND THAT WE WERE NOT AT FAULT FOR THE TFC CONFLICT. I CALLED THE SAN TWR WHEN ON THE GND AT LAX AND HE SAID THE NORMAL SID FOR RWY 27 OP AT SAN IS THE PEBLE 2 AND THEY MISSED IT ON OUR CLRNC. THE CTLRS ON DUTY AT SOCAL DID AN EXCELLENT JOB OF RECOGNIZING THE CONFLICT AND CONVEYING IN A MANNER THAT ALLOWED US TO REACT BEFORE THE TCASII CAME INTO PLAY. PERHAPS IF WE HAD LISTENED TO CLRNC DELIVERY THE OLD FASHIONED WAY AFTER WE RECEIVED OUR PDC WE WOULD HAVE PICKED UP ON THE FACT THAT EVERYBODY ELSE WAS GETTING THE PEBLE 2 SID AND QUESTIONED THE TWR CTLR AND CAUGHT THE ERROR ON THE GND.

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.