Penetrated MOA when misinterpretred the hi altitude airway charts.

Attributes
ACN	92461
Time
Date	198808
Day	Fri
Local Time Of Day	1201 To 1800
Place
Locale Reference	atc facility : yvc
State Reference	SK
Altitude	msl bound lower : 26000 msl bound upper : 26000
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : bna
Operator	other
Make Model Name	Military Transport
Flight Phase	cruise other
Route In Use	enroute airway : czeg
Flight Plan	IFR
Person 1
Affiliation	government : military
Function	flight crew : captain oversight : pic
Qualification	pilot : military
Experience	flight time last 90 days : 125 flight time total : 3450
ASRS Report	92461
Person 2
Affiliation	government : military
Function	flight crew : first officer
Qualification	pilot : military
Events
Anomaly	non adherence : clearance other anomaly other other spatial deviation
Independent Detector	other controllera
Resolutory Action	none taken : detected after the fact
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

While flying IFR from knbu to paed just prior to yvc we were given a change to our original clearance. We originally filed to fly direct between yvc and ymm. The change to our clearance was yvc HL529 ymm. Looking down at the chart I thought that the arwy going directly from yvc to ymm, which we had highlighted in yellow was HL529, but it was HL513. We flew HL513 in a non radar environment and just prior to ymm we were notified by ATC that we were back in radar contact and that we had flown through cold lake mfa B airspace. No other aircraft were sighted. The fact that the DOD canadian high charts are different than the standard us charts was a contributing factor. The arwy numbers are harder to find and read. If the controller would have mentioned that the clearance change was due to a restr airspace that would have keyed us to the fact that HL529 could not be the arwy that goes directly between yvc and ymm. Static on the radio because of WX conditions made it difficult to hear and copy the clearance, although this was not a direct factor causing the occurrence.

Original NASA ASRS Text

Title: PENETRATED MOA WHEN MISINTERPRETRED THE HI ALT AIRWAY CHARTS.

Narrative: WHILE FLYING IFR FROM KNBU TO PAED JUST PRIOR TO YVC WE WERE GIVEN A CHANGE TO OUR ORIGINAL CLRNC. WE ORIGINALLY FILED TO FLY DIRECT BTWN YVC AND YMM. THE CHANGE TO OUR CLRNC WAS YVC HL529 YMM. LOOKING DOWN AT THE CHART I THOUGHT THAT THE ARWY GOING DIRECTLY FROM YVC TO YMM, WHICH WE HAD HIGHLIGHTED IN YELLOW WAS HL529, BUT IT WAS HL513. WE FLEW HL513 IN A NON RADAR ENVIRONMENT AND JUST PRIOR TO YMM WE WERE NOTIFIED BY ATC THAT WE WERE BACK IN RADAR CONTACT AND THAT WE HAD FLOWN THROUGH COLD LAKE MFA B AIRSPACE. NO OTHER ACFT WERE SIGHTED. THE FACT THAT THE DOD CANADIAN HIGH CHARTS ARE DIFFERENT THAN THE STANDARD U.S. CHARTS WAS A CONTRIBUTING FACTOR. THE ARWY NUMBERS ARE HARDER TO FIND AND READ. IF THE CTLR WOULD HAVE MENTIONED THAT THE CLRNC CHANGE WAS DUE TO A RESTR AIRSPACE THAT WOULD HAVE KEYED US TO THE FACT THAT HL529 COULD NOT BE THE ARWY THAT GOES DIRECTLY BETWEEN YVC AND YMM. STATIC ON THE RADIO BECAUSE OF WX CONDITIONS MADE IT DIFFICULT TO HEAR AND COPY THE CLRNC, ALTHOUGH THIS WAS NOT A DIRECT FACTOR CAUSING THE OCCURRENCE.

Data retrieved from NASA's ASRS site as of August 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.