C525 departure from rno initiates wrong direction turn and experienced conflict with B737.

Attributes
ACN	642144
Time
Date	200412
Day	Wed
Local Time Of Day	1201 To 1800
Place
Locale Reference	navaid : fmg.vortac
State Reference	NV
Altitude	msl bound lower : 10000 msl bound upper : 15000
Environment
Flight Conditions	IMC
Weather Elements	Snow
Aircraft 1
Controlling Facilities	tracon : rno.tracon
Operator	general aviation : personal
Make Model Name	Citationjet, C525/C526
Operating Under FAR Part	Part 91
Flight Phase	climbout : intermediate altitude
Route In Use	departure sid : mustang 6
Flight Plan	IFR
Aircraft 2
Controlling Facilities	tracon : rno.tracon
Operator	common carrier : air carrier
Make Model Name	B737 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Flight Phase	descent : intermediate altitude
Flight Plan	IFR
Person 1
Affiliation	other
Function	flight crew : captain oversight : pic
Qualification	pilot : atp pilot : cfi
Experience	flight time last 90 days : 80 flight time total : 3000 flight time type : 3000
ASRS Report	642144
Person 2
Affiliation	other
Function	flight crew : first officer
Qualification	pilot : cfi pilot : atp
Experience	flight time last 90 days : 80 flight time total : 7000 flight time type : 900
ASRS Report	642143
Events
Anomaly	conflict : airborne less severe non adherence : required legal separation other spatial deviation
Independent Detector	aircraft equipment : tcas other flight crewa other flight crewb
Resolutory Action	controller : issued new clearance
Consequence	faa : investigated
Supplementary
Problem Areas	Flight Crew Human Performance ATC Human Performance
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Our IFR clearance was as follows: cleared to john wayne airport via the reno 3 departure, radar vectors to friant VOR as filed 15000 ft, 119.2, XXXX on the squawk. As we were taxiing to runway 16L we received an amendment to our clearance from ground control. Depart reno mustang 6 departure as filed 10000 ft, the rest remains unchanged. After cleared for takeoff, we flew 3 DME off the localizer and started our l-hand turn to fmg, the autoplt was engaged and the heading bug was used to start the turn towards fmg VOR. The navigation was then engaged and autoplt continued the turn to fmg VOR. The departure controller then cleared us to 15000 ft. Approximately within a few mi of fmg VOR, departure control said 'turn to the left to a heading of 160 degrees.' I then selected the heading mode and began turning the heading bug to the left for a heading of 160 degrees. The heading bug at that time was to the right of the directional control, so the airplane initially started a turn to the right. I immediately corrected the heading bug as quickly as possible. At this time we thought the controller was giving us a heading for our on-course direction. The controller then told us to contact his supervisor for a possible deviation error. At this time we were under the impression the controller thought we were performing the wrong departure and that it was simply a misunderstanding. My partner contacted the supervisor once we were on the ground in sna. To the best of my knowledge of that conversation, the supervisor said that there was an airline flight also navigating to the fmg VOR on an arrival and received a TCASII warning, but did not have to take evasive action. We never got a warning on our TCASII that was on and functional. The departure controller did not inform us of the traffic. The right turn was inadvertent and not deliberate. I was in full understanding of the controller's instructions and made the appropriate corrective actions.

Original NASA ASRS Text

Title: C525 DEP FROM RNO INITIATES WRONG DIRECTION TURN AND EXPERIENCED CONFLICT WITH B737.

Narrative: OUR IFR CLRNC WAS AS FOLLOWS: CLRED TO JOHN WAYNE ARPT VIA THE RENO 3 DEP, RADAR VECTORS TO FRIANT VOR AS FILED 15000 FT, 119.2, XXXX ON THE SQUAWK. AS WE WERE TAXIING TO RWY 16L WE RECEIVED AN AMENDMENT TO OUR CLRNC FROM GND CTL. DEPART RENO MUSTANG 6 DEP AS FILED 10000 FT, THE REST REMAINS UNCHANGED. AFTER CLRED FOR TKOF, WE FLEW 3 DME OFF THE LOC AND STARTED OUR L-HAND TURN TO FMG, THE AUTOPLT WAS ENGAGED AND THE HDG BUG WAS USED TO START THE TURN TOWARDS FMG VOR. THE NAV WAS THEN ENGAGED AND AUTOPLT CONTINUED THE TURN TO FMG VOR. THE DEP CTLR THEN CLRED US TO 15000 FT. APPROX WITHIN A FEW MI OF FMG VOR, DEP CTL SAID 'TURN TO THE L TO A HDG OF 160 DEGS.' I THEN SELECTED THE HDG MODE AND BEGAN TURNING THE HDG BUG TO THE L FOR A HDG OF 160 DEGS. THE HDG BUG AT THAT TIME WAS TO THE R OF THE DIRECTIONAL CTL, SO THE AIRPLANE INITIALLY STARTED A TURN TO THE R. I IMMEDIATELY CORRECTED THE HDG BUG AS QUICKLY AS POSSIBLE. AT THIS TIME WE THOUGHT THE CTLR WAS GIVING US A HDG FOR OUR ON-COURSE DIRECTION. THE CTLR THEN TOLD US TO CONTACT HIS SUPVR FOR A POSSIBLE DEV ERROR. AT THIS TIME WE WERE UNDER THE IMPRESSION THE CTLR THOUGHT WE WERE PERFORMING THE WRONG DEP AND THAT IT WAS SIMPLY A MISUNDERSTANDING. MY PARTNER CONTACTED THE SUPVR ONCE WE WERE ON THE GND IN SNA. TO THE BEST OF MY KNOWLEDGE OF THAT CONVERSATION, THE SUPVR SAID THAT THERE WAS AN AIRLINE FLT ALSO NAVING TO THE FMG VOR ON AN ARR AND RECEIVED A TCASII WARNING, BUT DID NOT HAVE TO TAKE EVASIVE ACTION. WE NEVER GOT A WARNING ON OUR TCASII THAT WAS ON AND FUNCTIONAL. THE DEP CTLR DID NOT INFORM US OF THE TFC. THE R TURN WAS INADVERTENT AND NOT DELIBERATE. I WAS IN FULL UNDERSTANDING OF THE CTLR'S INSTRUCTIONS AND MADE THE APPROPRIATE CORRECTIVE ACTIONS.

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.