Narrative:

While parked on the ramp at jfk; the ACARS informed us we needed to contact ATC for our clearance. My first officer called jfk clearance devilry and was given the clearance on the kennedy nine departure; breezy point climb; dixie and then via our original filed routing. As we both pulled out the departure we noticed that we had the kennedy one departure chart. We put in the departure from the FMC which was the kennedy nine to cri but it did not have an option for the breezy point climb. We noted that the kennedy one departure chart we had; included flying out of cri to the rngrr fix via 223 degree radial. But then we noticed that our chart was effective sep/xa/06 and that the kennedy one departure had a note on the bottom for changes: procedure revised. Since I had just picked up the last two revisions when we left on our first leg; I had made sure to change out the pages for jfk in-flight which included the kennedy one departure from commercial chart revision dated two weeks earlier. Now after realizing my error; I scrambled for the trash. Since we had a 3 hour layover in jfk after our first leg; the trash had been removed from the airplane. I mentally went through my options considering calling dispatch when I decided to call clearance delivery to get clarification on what the old kennedy nine departure was as we had the new chart. Jfk clearance delivery was very helpful letting me know that proceeding to rngrr was the change. We then asked and were told we would be radar vectored to dixie not via rngrr. My first officer both understood that the after cri we would be on radar vectors to dixie. After takeoff from runway 31L; we turned and flew over cri. We leveled off at 7000 ft headed west. I could see TCAS returns and also traffic at 12 O'clock position; and 11 O'clock position; at approximately 10 mi in front of us. Now I was realizing that we should not be crossing that line of traffic and we were given an immediate turn to 170 degrees and a climb to 8000 ft. The controller asked if we had the traffic in sight and we reported the traffic in sight. In the turn we receive a TCAS TA for about 15-20 seconds. When asked we informed ATC that clearance delivery had told us to expect vectors after cri. We were later notified to contact ATC via telephone after the flight. Once on the ground; I explained we had transpired with ny TRACON quality assurance. They took my information and planned on having their flight standards pull the tapes. I explained to them that I had not flown out of jfk for almost a year otherwise I would have been more concerned and questioned clearance delivery about not having a southwest direction out cri on the departure. (It should have been via the cri 223 degree radial and vectors thereafter.) I could have possibly have caught the misunderstanding between us and clearance delivery by reading back the full procedure which we had understood from clearance delivery. My lesson learned is to get a hard copy of the current routing which would have been the safest plan of action not a verbal copy which is open to misinterp.

Related reports:

Google
 

Original NASA ASRS Text

Title: A B757 FLT CREW DEVIATED FROM THE KENNEDY DEP BECAUSE THEY WERE USING CHARTS THAT WERE NOT YET EFFECTIVE.

Narrative: WHILE PARKED ON THE RAMP AT JFK; THE ACARS INFORMED US WE NEEDED TO CONTACT ATC FOR OUR CLRNC. MY FO CALLED JFK CLRNC DEVILRY AND WAS GIVEN THE CLRNC ON THE KENNEDY NINE DEP; BREEZY POINT CLB; DIXIE AND THEN VIA OUR ORIGINAL FILED ROUTING. AS WE BOTH PULLED OUT THE DEP WE NOTICED THAT WE HAD THE KENNEDY ONE DEP CHART. WE PUT IN THE DEP FROM THE FMC WHICH WAS THE KENNEDY NINE TO CRI BUT IT DID NOT HAVE AN OPTION FOR THE BREEZY POINT CLB. WE NOTED THAT THE KENNEDY ONE DEP CHART WE HAD; INCLUDED FLYING OUT OF CRI TO THE RNGRR FIX VIA 223 DEG RADIAL. BUT THEN WE NOTICED THAT OUR CHART WAS EFFECTIVE SEP/XA/06 AND THAT THE KENNEDY ONE DEP HAD A NOTE ON THE BOTTOM FOR CHANGES: PROC REVISED. SINCE I HAD JUST PICKED UP THE LAST TWO REVISIONS WHEN WE LEFT ON OUR FIRST LEG; I HAD MADE SURE TO CHANGE OUT THE PAGES FOR JFK INFLT WHICH INCLUDED THE KENNEDY ONE DEP FROM COMMERCIAL CHART REVISION DATED TWO WEEKS EARLIER. NOW AFTER REALIZING MY ERROR; I SCRAMBLED FOR THE TRASH. SINCE WE HAD A 3 HR LAYOVER IN JFK AFTER OUR FIRST LEG; THE TRASH HAD BEEN REMOVED FROM THE AIRPLANE. I MENTALLY WENT THROUGH MY OPTIONS CONSIDERING CALLING DISPATCH WHEN I DECIDED TO CALL CLRNC DELIVERY TO GET CLARIFICATION ON WHAT THE OLD KENNEDY NINE DEP WAS AS WE HAD THE NEW CHART. JFK CLRNC DELIVERY WAS VERY HELPFUL LETTING ME KNOW THAT PROCEEDING TO RNGRR WAS THE CHANGE. WE THEN ASKED AND WERE TOLD WE WOULD BE RADAR VECTORED TO DIXIE NOT VIA RNGRR. MY FO BOTH UNDERSTOOD THAT THE AFTER CRI WE WOULD BE ON RADAR VECTORS TO DIXIE. AFTER TKOF FROM RWY 31L; WE TURNED AND FLEW OVER CRI. WE LEVELED OFF AT 7000 FT HEADED W. I COULD SEE TCAS RETURNS AND ALSO TFC AT 12 O'CLOCK POS; AND 11 O'CLOCK POS; AT APPROX 10 MI IN FRONT OF US. NOW I WAS REALIZING THAT WE SHOULD NOT BE XING THAT LINE OF TFC AND WE WERE GIVEN AN IMMEDIATE TURN TO 170 DEGS AND A CLB TO 8000 FT. THE CTLR ASKED IF WE HAD THE TFC IN SIGHT AND WE RPTED THE TFC IN SIGHT. IN THE TURN WE RECEIVE A TCAS TA FOR ABOUT 15-20 SECONDS. WHEN ASKED WE INFORMED ATC THAT CLRNC DELIVERY HAD TOLD US TO EXPECT VECTORS AFTER CRI. WE WERE LATER NOTIFIED TO CONTACT ATC VIA TELEPHONE AFTER THE FLT. ONCE ON THE GND; I EXPLAINED WE HAD TRANSPIRED WITH NY TRACON QUALITY ASSURANCE. THEY TOOK MY INFO AND PLANNED ON HAVING THEIR FLT STANDARDS PULL THE TAPES. I EXPLAINED TO THEM THAT I HAD NOT FLOWN OUT OF JFK FOR ALMOST A YEAR OTHERWISE I WOULD HAVE BEEN MORE CONCERNED AND QUESTIONED CLRNC DELIVERY ABOUT NOT HAVING A SW DIRECTION OUT CRI ON THE DEP. (IT SHOULD HAVE BEEN VIA THE CRI 223 DEG RADIAL AND VECTORS THEREAFTER.) I COULD HAVE POSSIBLY HAVE CAUGHT THE MISUNDERSTANDING BTWN US AND CLRNC DELIVERY BY READING BACK THE FULL PROC WHICH WE HAD UNDERSTOOD FROM CLRNC DELIVERY. MY LESSON LEARNED IS TO GET A HARD COPY OF THE CURRENT ROUTING WHICH WOULD HAVE BEEN THE SAFEST PLAN OF ACTION NOT A VERBAL COPY WHICH IS OPEN TO MISINTERP.

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.