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An M311, departing singapore, was turned off the SID into bad WX in order to avoid military activities.
| Attributes | |
| ACN | 481197 |
| Time | |
| Date | 200007 |
| Day | Sat |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | navaid : sjc.vor |
| State Reference | FO |
| Altitude | msl bound lower : 7000 msl bound upper : 8000 |
| Environment | |
| Flight Conditions | IMC |
| Weather Elements | Rain Thunderstorm Turbulence Windshear |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : wsss.tracon |
| Operator | common carrier : air carrier |
| Make Model Name | MD-11 |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | other other vortac |
| Flight Phase | climbout : initial |
| Route In Use | departure sid : lelib ib |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : flight engineer pilot : atp |
| Experience | flight time last 90 days : 100 flight time total : 6000 flight time type : 1000 |
| ASRS Report | 481197 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 200 flight time total : 10000 flight time type : 1000 |
| ASRS Report | 481091 |
| Events | |
| Anomaly | inflight encounter : weather inflight encounter : turbulence non adherence : clearance other anomaly other other spatial deviation |
| Independent Detector | other flight crewa other flight crewb |
| Resolutory Action | controller : issued advisory controller : separated traffic flight crew : returned to intended or assigned course |
| Consequence | faa : reviewed incident with flight crew other |
| Supplementary | |
| Problem Areas | Flight Crew Human Performance ATC Human Performance |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
During our initial climb and at approximately 7000 ft, I asked the captain (PNF) to ask for a right turn direct sj for WX (previous to our takeoff, we had briefed a plan to deviate inside or to the right of the SID or, at the very least, remain on the SID). Singapore departure, however, gave us a left turn to a heading of 350 degrees, directly into the WX we were trying to avoid. The captain, though, having thought the controller said to turn 'right' to 350 degrees, dialed a ri turn into the heading select window. I asked him to clarify and he directed me to start the turn (to the right) while he did so. In response to the captain's query, and with some urgency in his voice, the departure controller told us to turn left to 350 degrees. I asked again for something other than a left turn, but the captain, noting the urgency in the controller's voice, directed me to turn left. Turbulence was moderate with varying degrees of windshear for the next min or so. There were military activities in the area (by NOTAM) and I believe the controller was turning us away from this. However, our clearance for a specific SID seems to imply that the SID wouldn't interfere with those activities. Otherwise, what's the point in a SID? If I had known before the takeoff what the controller planned for us, I would have been better prepared to explore other options, including possibly delaying the takeoff.
Original NASA ASRS Text
Title: AN M311, DEPARTING SINGAPORE, WAS TURNED OFF THE SID INTO BAD WX IN ORDER TO AVOID MIL ACTIVITIES.
Narrative: DURING OUR INITIAL CLB AND AT APPROX 7000 FT, I ASKED THE CAPT (PNF) TO ASK FOR A R TURN DIRECT SJ FOR WX (PREVIOUS TO OUR TKOF, WE HAD BRIEFED A PLAN TO DEVIATE INSIDE OR TO THE R OF THE SID OR, AT THE VERY LEAST, REMAIN ON THE SID). SINGAPORE DEP, HOWEVER, GAVE US A L TURN TO A HDG OF 350 DEGS, DIRECTLY INTO THE WX WE WERE TRYING TO AVOID. THE CAPT, THOUGH, HAVING THOUGHT THE CTLR SAID TO TURN 'R' TO 350 DEGS, DIALED A RI TURN INTO THE HDG SELECT WINDOW. I ASKED HIM TO CLARIFY AND HE DIRECTED ME TO START THE TURN (TO THE R) WHILE HE DID SO. IN RESPONSE TO THE CAPT'S QUERY, AND WITH SOME URGENCY IN HIS VOICE, THE DEP CTLR TOLD US TO TURN L TO 350 DEGS. I ASKED AGAIN FOR SOMETHING OTHER THAN A L TURN, BUT THE CAPT, NOTING THE URGENCY IN THE CTLR'S VOICE, DIRECTED ME TO TURN L. TURB WAS MODERATE WITH VARYING DEGS OF WINDSHEAR FOR THE NEXT MIN OR SO. THERE WERE MIL ACTIVITIES IN THE AREA (BY NOTAM) AND I BELIEVE THE CTLR WAS TURNING US AWAY FROM THIS. HOWEVER, OUR CLRNC FOR A SPECIFIC SID SEEMS TO IMPLY THAT THE SID WOULDN'T INTERFERE WITH THOSE ACTIVITIES. OTHERWISE, WHAT'S THE POINT IN A SID? IF I HAD KNOWN BEFORE THE TKOF WHAT THE CTLR PLANNED FOR US, I WOULD HAVE BEEN BETTER PREPARED TO EXPLORE OTHER OPTIONS, INCLUDING POSSIBLY DELAYING THE TKOF.
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.