Narrative:

During the descent from FL260 to FL190; I was flying a heading of approximately 233 degrees; direct to bec. My next clearance was something like the following: 'out of FL230; fly heading 250 degrees; descend and maintain 6000 ft; wichita altimeter 30.07.' well; I read it back and set the heading bug to 230 degrees instead of 250 degrees. Shortly after leaving FL230; the controller asked me my heading and I replied that it was 230 degrees; whereupon I was directed to turn to 330 degrees; then to 360 degrees. I was through FL190 by that time and then through FL180; and I canceled IFR and continued to bec without incident. Without a doubt; I failed to properly set the heading bug; but I would like to comment on a growing concern that I have about the ATC system. With more than 33 yrs of flying; it is becoming increasingly common for controllers who are busy to give instructions that include more than a few instructions and then to continue to give instructions to another aircraft. Adding to the confusion is the almost routine failure of ATC controllers to use proper radio-telephony procedures and language. This is not limited to the area listed above as the following illustration will show. About 3 weeks ago; I was conducting a test flight on a jet at FL410. I needed to put about 30 mins additional time on the aircraft and I was directed to fly south about 20 mi and hold. No fix; heading; altitude; efc time; or any of the other expected instructions were given. I asked if it would be ok for me to hold north; l-hand turns and 30 mi legs. The reply; 'yeah; that will work. Advise when you are ready to return.' it seems to me that controllers are far too flippant with their use of language; and do not seem to follow the rather specific guidelines set forth in their own procedural manuals.

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Original NASA ASRS Text

Title: KING AIR 350 PLT EXPERIENCES A HEADING DEVIATION NEAR ICT.

Narrative: DURING THE DSCNT FROM FL260 TO FL190; I WAS FLYING A HDG OF APPROX 233 DEGS; DIRECT TO BEC. MY NEXT CLRNC WAS SOMETHING LIKE THE FOLLOWING: 'OUT OF FL230; FLY HDG 250 DEGS; DSND AND MAINTAIN 6000 FT; WICHITA ALTIMETER 30.07.' WELL; I READ IT BACK AND SET THE HDG BUG TO 230 DEGS INSTEAD OF 250 DEGS. SHORTLY AFTER LEAVING FL230; THE CTLR ASKED ME MY HDG AND I REPLIED THAT IT WAS 230 DEGS; WHEREUPON I WAS DIRECTED TO TURN TO 330 DEGS; THEN TO 360 DEGS. I WAS THROUGH FL190 BY THAT TIME AND THEN THROUGH FL180; AND I CANCELED IFR AND CONTINUED TO BEC WITHOUT INCIDENT. WITHOUT A DOUBT; I FAILED TO PROPERLY SET THE HDG BUG; BUT I WOULD LIKE TO COMMENT ON A GROWING CONCERN THAT I HAVE ABOUT THE ATC SYS. WITH MORE THAN 33 YRS OF FLYING; IT IS BECOMING INCREASINGLY COMMON FOR CTLRS WHO ARE BUSY TO GIVE INSTRUCTIONS THAT INCLUDE MORE THAN A FEW INSTRUCTIONS AND THEN TO CONTINUE TO GIVE INSTRUCTIONS TO ANOTHER ACFT. ADDING TO THE CONFUSION IS THE ALMOST ROUTINE FAILURE OF ATC CTLRS TO USE PROPER RADIO-TELEPHONY PROCS AND LANGUAGE. THIS IS NOT LIMITED TO THE AREA LISTED ABOVE AS THE FOLLOWING ILLUSTRATION WILL SHOW. ABOUT 3 WKS AGO; I WAS CONDUCTING A TEST FLT ON A JET AT FL410. I NEEDED TO PUT ABOUT 30 MINS ADDITIONAL TIME ON THE ACFT AND I WAS DIRECTED TO FLY S ABOUT 20 MI AND HOLD. NO FIX; HDG; ALT; EFC TIME; OR ANY OF THE OTHER EXPECTED INSTRUCTIONS WERE GIVEN. I ASKED IF IT WOULD BE OK FOR ME TO HOLD N; L-HAND TURNS AND 30 MI LEGS. THE REPLY; 'YEAH; THAT WILL WORK. ADVISE WHEN YOU ARE READY TO RETURN.' IT SEEMS TO ME THAT CTLRS ARE FAR TOO FLIPPANT WITH THEIR USE OF LANGUAGE; AND DO NOT SEEM TO FOLLOW THE RATHER SPECIFIC GUIDELINES SET FORTH IN THEIR OWN PROCEDURAL MANUALS.

Data retrieved from NASA's ASRS site as of January 2009 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.