C500 at yip departed on wrong runway.

Attributes
ACN	574942
Time
Date	200302
Day	Wed
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : yip.airport
State Reference	MI
Altitude	msl single value : 3000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : dtw.tower
Operator	general aviation : personal
Make Model Name	Citation V
Operating Under FAR Part	Part 91
Flight Phase	climbout : initial
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 90 flight time total : 17000 flight time type : 2500
ASRS Report	574942
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Experience	flight time last 90 days : 160 flight time total : 2300 flight time type : 270
ASRS Report	574468
Events
Anomaly	non adherence : clearance other anomaly other
Independent Detector	other controllera other flight crewa other flight crewb
Resolutory Action	none taken : anomaly accepted
Consequence	faa : reviewed incident with flight crew
Supplementary
Problem Areas	Flight Crew Human Performance Airport
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

We called ground for clearance. Received clearance to taxi via runway 27 for takeoff on runway 23L. We were parked on the east side of the airfield. When we began taxi, we noticed the captain's RMI was 180N degrees out from the magnetic compass and copilot's RMI, looking at the airfield diagram it appeared we were on runway 27, taxiing north for takeoff. We had never been into willow run airport and looking at the commercial chart's depiction of the airfield, it appeared that runway 27 ran just off the east parking area. As we taxied on what we thought was runway 27, we requested to hold short of the active to manually slave the captain's RMI to the correct heading. Just as the heading was lining up, and the compass flag went awry, we were cleared for takeoff. We pulled onto the runway which we thought was runway 23. The magnetic compass was still swinging and appeared to be runway 23. As we took off, the copilot noted that there was still a difference in headings and we were now showing a heading of 270 degrees instead of runway heading of 230 degrees. I then looked over at the runway diagram and told the copilot to take a second look, that I thought our heading was correct, and we had taken off on runway 27. After he took a second look, he agreed. We both felt pretty foolish. We reviewed the sequence of events on the way back to dallas and agreed that the airfield diagram and our loss of RMI alignment and manual alignment to takeoff in a timely manner led to a snowball effect. If we had pulled onto the runway, came to a complete stop, checked all heading instruments, we would have seen our error. Enclosed is a diagram. You can see that if you do a quick scan of the airport, the runway 27 placement is on the wrong runway or at least depicts the wrong way. Another visual problem as we turned onto runway 27, we saw a runway 23 sign about 1000 ft ahead -- again given the impression that it was runway 23 and not runway 27.

Original NASA ASRS Text

Title: C500 AT YIP DEPARTED ON WRONG RWY.

Narrative: WE CALLED GND FOR CLRNC. RECEIVED CLRNC TO TAXI VIA RWY 27 FOR TKOF ON RWY 23L. WE WERE PARKED ON THE E SIDE OF THE AIRFIELD. WHEN WE BEGAN TAXI, WE NOTICED THE CAPT'S RMI WAS 180N DEGS OUT FROM THE MAGNETIC COMPASS AND COPLT'S RMI, LOOKING AT THE AIRFIELD DIAGRAM IT APPEARED WE WERE ON RWY 27, TAXIING N FOR TKOF. WE HAD NEVER BEEN INTO WILLOW RUN ARPT AND LOOKING AT THE COMMERCIAL CHART'S DEPICTION OF THE AIRFIELD, IT APPEARED THAT RWY 27 RAN JUST OFF THE E PARKING AREA. AS WE TAXIED ON WHAT WE THOUGHT WAS RWY 27, WE REQUESTED TO HOLD SHORT OF THE ACTIVE TO MANUALLY SLAVE THE CAPT'S RMI TO THE CORRECT HDG. JUST AS THE HDG WAS LINING UP, AND THE COMPASS FLAG WENT AWRY, WE WERE CLRED FOR TKOF. WE PULLED ONTO THE RWY WHICH WE THOUGHT WAS RWY 23. THE MAGNETIC COMPASS WAS STILL SWINGING AND APPEARED TO BE RWY 23. AS WE TOOK OFF, THE COPLT NOTED THAT THERE WAS STILL A DIFFERENCE IN HDGS AND WE WERE NOW SHOWING A HDG OF 270 DEGS INSTEAD OF RWY HDG OF 230 DEGS. I THEN LOOKED OVER AT THE RWY DIAGRAM AND TOLD THE COPLT TO TAKE A SECOND LOOK, THAT I THOUGHT OUR HDG WAS CORRECT, AND WE HAD TAKEN OFF ON RWY 27. AFTER HE TOOK A SECOND LOOK, HE AGREED. WE BOTH FELT PRETTY FOOLISH. WE REVIEWED THE SEQUENCE OF EVENTS ON THE WAY BACK TO DALLAS AND AGREED THAT THE AIRFIELD DIAGRAM AND OUR LOSS OF RMI ALIGNMENT AND MANUAL ALIGNMENT TO TKOF IN A TIMELY MANNER LED TO A SNOWBALL EFFECT. IF WE HAD PULLED ONTO THE RWY, CAME TO A COMPLETE STOP, CHKED ALL HDG INSTS, WE WOULD HAVE SEEN OUR ERROR. ENCLOSED IS A DIAGRAM. YOU CAN SEE THAT IF YOU DO A QUICK SCAN OF THE ARPT, THE RWY 27 PLACEMENT IS ON THE WRONG RWY OR AT LEAST DEPICTS THE WRONG WAY. ANOTHER VISUAL PROB AS WE TURNED ONTO RWY 27, WE SAW A RWY 23 SIGN ABOUT 1000 FT AHEAD -- AGAIN GIVEN THE IMPRESSION THAT IT WAS RWY 23 AND NOT RWY 27.

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.