Narrative:

We were scheduled to depart teb at XA30Z. The FBO had trouble with the current gpu we had been using. This required us to battery start. We did so and were given instructions to taxi. There was some disruption on ground and the tower communicatively. This led to being sent back from ground to a 'flow control frequency.' after having had the original clearance, we were given a second one. So while we taxied, I instructed my fellow pilot to put in the first several points. We ran the checklists and were given clearance to taxi out on runway 1 for departure, for the teb 5 departure. After takeoff at XC04Z, our transponder failed to come on as indicated. My fellow pilot was having trouble being able to switch xponders. This created a situation which forced ATC (ny departure) to give us vectors and altitude changes in its rudimentary form. We maintained outside vigilance and continued, finally getting the second transponder to come up. We were then vectored on the col VOR 350 degree radial into an rvsm area off the coast. The current clearance would have had us continue in this area. At the time, since we were a non-rvsm qualified crew, we were given a rerte back to a part of our old clearance (direct to the orf VOR, which allowed us to finish our trip to mia without further incident and block in at XF28Z. I attribute these problems to a breakdown in communication between us as the crew, ATC as the regulator of traffic flow, the aircraft not being TCASII equipped and finally a more comprehensive flight planning department within the confines of the dispatch of aircraft. This is within the form of paperwork as well as scheduling.

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Original NASA ASRS Text

Title: REVISED CLRNC OF A FRACTIONAL CPR JET INTO RVSM AIRSPACE WHEN NOT PROPERLY EQUIPPED CAUSES ATC CONFUSION AND AIRWAY RERTE.

Narrative: WE WERE SCHEDULED TO DEPART TEB AT XA30Z. THE FBO HAD TROUBLE WITH THE CURRENT GPU WE HAD BEEN USING. THIS REQUIRED US TO BATTERY START. WE DID SO AND WERE GIVEN INSTRUCTIONS TO TAXI. THERE WAS SOME DISRUPTION ON GND AND THE TWR COMMUNICATIVELY. THIS LED TO BEING SENT BACK FROM GND TO A 'FLOW CTL FREQ.' AFTER HAVING HAD THE ORIGINAL CLRNC, WE WERE GIVEN A SECOND ONE. SO WHILE WE TAXIED, I INSTRUCTED MY FELLOW PLT TO PUT IN THE FIRST SEVERAL POINTS. WE RAN THE CHKLISTS AND WERE GIVEN CLRNC TO TAXI OUT ON RWY 1 FOR DEP, FOR THE TEB 5 DEP. AFTER TKOF AT XC04Z, OUR XPONDER FAILED TO COME ON AS INDICATED. MY FELLOW PLT WAS HAVING TROUBLE BEING ABLE TO SWITCH XPONDERS. THIS CREATED A SIT WHICH FORCED ATC (NY DEP) TO GIVE US VECTORS AND ALT CHANGES IN ITS RUDIMENTARY FORM. WE MAINTAINED OUTSIDE VIGILANCE AND CONTINUED, FINALLY GETTING THE SECOND XPONDER TO COME UP. WE WERE THEN VECTORED ON THE COL VOR 350 DEG RADIAL INTO AN RVSM AREA OFF THE COAST. THE CURRENT CLRNC WOULD HAVE HAD US CONTINUE IN THIS AREA. AT THE TIME, SINCE WE WERE A NON-RVSM QUALIFIED CREW, WE WERE GIVEN A RERTE BACK TO A PART OF OUR OLD CLRNC (DIRECT TO THE ORF VOR, WHICH ALLOWED US TO FINISH OUR TRIP TO MIA WITHOUT FURTHER INCIDENT AND BLOCK IN AT XF28Z. I ATTRIBUTE THESE PROBS TO A BREAKDOWN IN COM BTWN US AS THE CREW, ATC AS THE REGULATOR OF TFC FLOW, THE ACFT NOT BEING TCASII EQUIPPED AND FINALLY A MORE COMPREHENSIVE FLT PLANNING DEPT WITHIN THE CONFINES OF THE DISPATCH OF ACFT. THIS IS WITHIN THE FORM OF PAPERWORK AS WELL AS SCHEDULING.

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.