Narrative:

I requested a tower en route clearance from vny to lgb. The clearance (which I believed that) I was given by vny clearance delivery was 'V186 V394 sli' (which is also the published socal tec route 'BURL1'). After takeoff, and approximately 1/4 mi beyond the end of runway 16R, the tower transmitted 'skylane, left turn approved.' at this point I turned to a heading of 070 degrees to intercept V186 (vny 095 degree radial). At approximately 3 mi southeast of vny, the socal sector controller radioed asking 'skylane, what are you doing? Why are you over there?' I stated that I was intercepting V186 as per my clearance. He then radioed stating 'you aren't supposed to be over there. Turn right. You're supposed to be on a 110 degree heading. You gave that regional jet a scare.' a few mins later, I was given a phone number to call, which I did upon landing at lgb. When I called the indicated number and spoke with the socal operations manager, he indicated that a loss of separation had occurred between my aircraft and a regional jet on approach to bur, and that an investigation had been commenced. He said that he had spoken with the van nuys tower supervisor, and indicated that as far as socal was concerned, it appeared at this point that there was 'a problem with van nuys clearance delivery.' he asked me to call and speak with the vny tower supervisor, and answer any questions he had about the incident. When I spoke with the vny tower manager, he just asked for a call back number in case he had any questions. I complied, but then asked him what he knew so far about the incident. He said that he had already pulled and listened to the ATC tape, and that the clearance delivery controller had given me the clearance: 'glendale 8 V186 V394 sli,' but that the pilot readback on tape was: 'V186 V394 sli.' the controller indicated 'readback correct' in response to the incomplete readback. The glendale 8 departure procedure (GLEN8) would have had my aircraft on a 110 degree heading until vectored to intercept V186, and would have avoided the loss of separation. Problems: 1) the clearance delivery controller incorrectly confirmed my inaccurate readback of the clearance given. 2) related to problem #1. The clearance delivery controller seemed distraction -- possibly doing multiple tasks in the cabin attendant in addition to working the radio. My initial call-up to clearance included my position and the ATIS code. The controller subsequently asked where I was, and did I have the ATIS. This is normally not a problem, but these conditions are conducive to miscom. 3) the clearance was issued rapid-fire. Although I believed that I had heard it completely, I actually missed a critical piece of data, ie, the 'glendale 8' part of the clearance. 4) when socal determined that my aircraft was not where it was supposed to be, they should have immediately issued a vector, instead of asking: 'what are you doing, why are you over there?' once the vector was issued and the immediate problem addressed, they could be free to make whatever on-the-air comments they chose to make.

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Original NASA ASRS Text

Title: A C182 PLT COPIED AND READ BACK AN INCOMPLETE IFR CLRNC OFF VNY. AFTER TKOF, PLT FLEW INCORRECT HDG, AND CONFLICTED WITH A CRJ ACR.

Narrative: I REQUESTED A TWR ENRTE CLRNC FROM VNY TO LGB. THE CLRNC (WHICH I BELIEVED THAT) I WAS GIVEN BY VNY CLRNC DELIVERY WAS 'V186 V394 SLI' (WHICH IS ALSO THE PUBLISHED SOCAL TEC RTE 'BURL1'). AFTER TKOF, AND APPROX 1/4 MI BEYOND THE END OF RWY 16R, THE TWR XMITTED 'SKYLANE, L TURN APPROVED.' AT THIS POINT I TURNED TO A HDG OF 070 DEGS TO INTERCEPT V186 (VNY 095 DEG RADIAL). AT APPROX 3 MI SE OF VNY, THE SOCAL SECTOR CTLR RADIOED ASKING 'SKYLANE, WHAT ARE YOU DOING? WHY ARE YOU OVER THERE?' I STATED THAT I WAS INTERCEPTING V186 AS PER MY CLRNC. HE THEN RADIOED STATING 'YOU AREN'T SUPPOSED TO BE OVER THERE. TURN R. YOU'RE SUPPOSED TO BE ON A 110 DEG HDG. YOU GAVE THAT REGIONAL JET A SCARE.' A FEW MINS LATER, I WAS GIVEN A PHONE NUMBER TO CALL, WHICH I DID UPON LNDG AT LGB. WHEN I CALLED THE INDICATED NUMBER AND SPOKE WITH THE SOCAL OPS MGR, HE INDICATED THAT A LOSS OF SEPARATION HAD OCCURRED BTWN MY ACFT AND A REGIONAL JET ON APCH TO BUR, AND THAT AN INVESTIGATION HAD BEEN COMMENCED. HE SAID THAT HE HAD SPOKEN WITH THE VAN NUYS TWR SUPVR, AND INDICATED THAT AS FAR AS SOCAL WAS CONCERNED, IT APPEARED AT THIS POINT THAT THERE WAS 'A PROB WITH VAN NUYS CLRNC DELIVERY.' HE ASKED ME TO CALL AND SPEAK WITH THE VNY TWR SUPVR, AND ANSWER ANY QUESTIONS HE HAD ABOUT THE INCIDENT. WHEN I SPOKE WITH THE VNY TWR MGR, HE JUST ASKED FOR A CALL BACK NUMBER IN CASE HE HAD ANY QUESTIONS. I COMPLIED, BUT THEN ASKED HIM WHAT HE KNEW SO FAR ABOUT THE INCIDENT. HE SAID THAT HE HAD ALREADY PULLED AND LISTENED TO THE ATC TAPE, AND THAT THE CLRNC DELIVERY CTLR HAD GIVEN ME THE CLRNC: 'GLENDALE 8 V186 V394 SLI,' BUT THAT THE PLT READBACK ON TAPE WAS: 'V186 V394 SLI.' THE CTLR INDICATED 'READBACK CORRECT' IN RESPONSE TO THE INCOMPLETE READBACK. THE GLENDALE 8 DEP PROC (GLEN8) WOULD HAVE HAD MY ACFT ON A 110 DEG HDG UNTIL VECTORED TO INTERCEPT V186, AND WOULD HAVE AVOIDED THE LOSS OF SEPARATION. PROBS: 1) THE CLRNC DELIVERY CTLR INCORRECTLY CONFIRMED MY INACCURATE READBACK OF THE CLRNC GIVEN. 2) RELATED TO PROBLEM #1. THE CLRNC DELIVERY CTLR SEEMED DISTR -- POSSIBLY DOING MULTIPLE TASKS IN THE CAB IN ADDITION TO WORKING THE RADIO. MY INITIAL CALL-UP TO CLRNC INCLUDED MY POS AND THE ATIS CODE. THE CTLR SUBSEQUENTLY ASKED WHERE I WAS, AND DID I HAVE THE ATIS. THIS IS NORMALLY NOT A PROB, BUT THESE CONDITIONS ARE CONDUCIVE TO MISCOM. 3) THE CLRNC WAS ISSUED RAPID-FIRE. ALTHOUGH I BELIEVED THAT I HAD HEARD IT COMPLETELY, I ACTUALLY MISSED A CRITICAL PIECE OF DATA, IE, THE 'GLENDALE 8' PART OF THE CLRNC. 4) WHEN SOCAL DETERMINED THAT MY ACFT WAS NOT WHERE IT WAS SUPPOSED TO BE, THEY SHOULD HAVE IMMEDIATELY ISSUED A VECTOR, INSTEAD OF ASKING: 'WHAT ARE YOU DOING, WHY ARE YOU OVER THERE?' ONCE THE VECTOR WAS ISSUED AND THE IMMEDIATE PROB ADDRESSED, THEY COULD BE FREE TO MAKE WHATEVER ON-THE-AIR COMMENTS THEY CHOSE TO MAKE.

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.