Narrative:

We landed in cyfb at XA07L for a tech stop en route from eggw to bur. While fueling, we uplinked our flight plan via datalink. Our clearance was delivered by a canadian comrdo at approximately XA45Z while holding short of runway 35. At XA47Z, we were released and departed with an immediate takeoff in front of a hawker on a 4 mi final to our runway. We proceeded to our first fix yte and were instructed to report reaching FL340 to montreal center. It appeared that our datalink flight plan in the FMS did not correspond to our clearance. Correcting the problem manually revealed discrepancies within our current FMS database. Realizing a problem with our clearance, we needed route verification after yte. While climbing, our communication with center gradually deteriorated and upon our leveloff, we advised the controller that his radio was weak and requested another frequency. Barely audible, he provided us with a VHF frequency of 127.6. After multiple attempts to reach the controller, we returned to our previous frequency, but could not re-establish contact. We tried to reach arctic radio on all the published HF frequencys, but received no response. Air-to-air provided no assistance to us as well. All the while, we maintained a listening watch on 121.5. We were also unable to locate any phone numbers to dial any canadian ATC facilities through our satcom. After about an hour, we finally reached arctic radio and provided him with a full position report. Communication was difficult at best, and when we asked for a route verification, we received no audible response. After some time, we reached winnipeg on a published VHF frequency and were instructed to 'identify.' the controller advised us that we were not on the published airway and was east of our cleared route. We asked him if we should correct our course, but he advised us to proceed direct to yyl. He informed us that he was required to complete the paperwork regarding a gne. After review of our cockpit procedures, I feel the error could have been avoided had each fix had been properly crosschecked by each pilot individually. This particular leg of our flight should have been handled much like our overwater flts, where both crew member xchk each other on the FMS. After talking to colins, the airway was apparently dropped from the database because of some inconsistency with the commercial chart provider. Unfortunately, we did not notice the airway missing until it was too late. Some valuable lessons were learned and I have adjusted my procedures accordingly to prevent this from happening in the future. Callback conversation with reporter revealed the following information: the reporter revealed the airway in question was J540. The reason given for its being dropped from the database was duplication of waypoints along the route. His company is presently investigating the matter. The primary complaint expressed by the reporter is the lack of information forwarded to the crew's forewarning them of such omissions when they occur.

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Original NASA ASRS Text

Title: A CL60 CREW, ENRTE FROM CYFB TO BUR, WERE INFORMED, BY ATC THEY WERE NOT ON THE PUBLISHED AIRWAY, TRACKING E OF THEIR CLRED RTE.

Narrative: WE LANDED IN CYFB AT XA07L FOR A TECH STOP ENRTE FROM EGGW TO BUR. WHILE FUELING, WE UPLINKED OUR FLT PLAN VIA DATALINK. OUR CLRNC WAS DELIVERED BY A CANADIAN COMRDO AT APPROX XA45Z WHILE HOLDING SHORT OF RWY 35. AT XA47Z, WE WERE RELEASED AND DEPARTED WITH AN IMMEDIATE TKOF IN FRONT OF A HAWKER ON A 4 MI FINAL TO OUR RWY. WE PROCEEDED TO OUR FIRST FIX YTE AND WERE INSTRUCTED TO RPT REACHING FL340 TO MONTREAL CTR. IT APPEARED THAT OUR DATALINK FLT PLAN IN THE FMS DID NOT CORRESPOND TO OUR CLRNC. CORRECTING THE PROB MANUALLY REVEALED DISCREPANCIES WITHIN OUR CURRENT FMS DATABASE. REALIZING A PROB WITH OUR CLRNC, WE NEEDED RTE VERIFICATION AFTER YTE. WHILE CLBING, OUR COM WITH CTR GRADUALLY DETERIORATED AND UPON OUR LEVELOFF, WE ADVISED THE CTLR THAT HIS RADIO WAS WEAK AND REQUESTED ANOTHER FREQ. BARELY AUDIBLE, HE PROVIDED US WITH A VHF FREQ OF 127.6. AFTER MULTIPLE ATTEMPTS TO REACH THE CTLR, WE RETURNED TO OUR PREVIOUS FREQ, BUT COULD NOT RE-ESTABLISH CONTACT. WE TRIED TO REACH ARCTIC RADIO ON ALL THE PUBLISHED HF FREQS, BUT RECEIVED NO RESPONSE. AIR-TO-AIR PROVIDED NO ASSISTANCE TO US AS WELL. ALL THE WHILE, WE MAINTAINED A LISTENING WATCH ON 121.5. WE WERE ALSO UNABLE TO LOCATE ANY PHONE NUMBERS TO DIAL ANY CANADIAN ATC FACILITIES THROUGH OUR SATCOM. AFTER ABOUT AN HR, WE FINALLY REACHED ARCTIC RADIO AND PROVIDED HIM WITH A FULL POS RPT. COM WAS DIFFICULT AT BEST, AND WHEN WE ASKED FOR A RTE VERIFICATION, WE RECEIVED NO AUDIBLE RESPONSE. AFTER SOME TIME, WE REACHED WINNIPEG ON A PUBLISHED VHF FREQ AND WERE INSTRUCTED TO 'IDENT.' THE CTLR ADVISED US THAT WE WERE NOT ON THE PUBLISHED AIRWAY AND WAS E OF OUR CLRED RTE. WE ASKED HIM IF WE SHOULD CORRECT OUR COURSE, BUT HE ADVISED US TO PROCEED DIRECT TO YYL. HE INFORMED US THAT HE WAS REQUIRED TO COMPLETE THE PAPERWORK REGARDING A GNE. AFTER REVIEW OF OUR COCKPIT PROCS, I FEEL THE ERROR COULD HAVE BEEN AVOIDED HAD EACH FIX HAD BEEN PROPERLY XCHKED BY EACH PLT INDIVIDUALLY. THIS PARTICULAR LEG OF OUR FLT SHOULD HAVE BEEN HANDLED MUCH LIKE OUR OVERWATER FLTS, WHERE BOTH CREW MEMBER XCHK EACH OTHER ON THE FMS. AFTER TALKING TO COLINS, THE AIRWAY WAS APPARENTLY DROPPED FROM THE DATABASE BECAUSE OF SOME INCONSISTENCY WITH THE COMMERCIAL CHART PROVIDER. UNFORTUNATELY, WE DID NOT NOTICE THE AIRWAY MISSING UNTIL IT WAS TOO LATE. SOME VALUABLE LESSONS WERE LEARNED AND I HAVE ADJUSTED MY PROCS ACCORDINGLY TO PREVENT THIS FROM HAPPENING IN THE FUTURE. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR REVEALED THE AIRWAY IN QUESTION WAS J540. THE REASON GIVEN FOR ITS BEING DROPPED FROM THE DATABASE WAS DUPLICATION OF WAYPOINTS ALONG THE RTE. HIS COMPANY IS PRESENTLY INVESTIGATING THE MATTER. THE PRIMARY COMPLAINT EXPRESSED BY THE RPTR IS THE LACK OF INFO FORWARDED TO THE CREW'S FOREWARNING THEM OF SUCH OMISSIONS WHEN THEY OCCUR.

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.