Narrative:

After takeoff I changed frequency to departure on 128.8 and checked in 'out of 800' on a 320 degree heading.' departure control acknowledged. At approximately 1500-2000', departure control: 'turn left to 270 degrees and direct peck (VOR) when able.' shortly thereafter: 'disregard the turn, but you can climb to 7000'.' (toronto 1 SID altitude is 5000' #10-3). At about 4000' controller said, 'now you can turn to 270 degrees and direct peck when able.' end of story? No! That night I got a phone call from our fleet manager who told me canadians were considering filing a tracking violation against me for not tracking the yyz 337 degree right. Please refer to yyz SID 10-3 and noise 10-4, which says, 'no further turns prior to 2.5 DME and 4000' wbound unless instructed otherwise by ATC. Canadian procedures are many times different from ours, complicated, and contradictory in some instances. Being well aware of this, I had briefed my crew to be extra alert during our trips to yyz for the month. During subsequent phone calls I made to yyz tower and radar, there appears to be a conflict or 'difference of opinion' between them (canadian FAA) and whatever agency administers the noise abatement policy and procedures. Callback conversation with reporter revealed the following: reporter states canadian procedures are extremely confusion. Sometimes they make things different just to be different from the us they do not give departure frequency until aircraft taking active runway or worse until after departure. Do not assign a STAR until very close in to the airport. In this case, there is apparently a major conflict between noise abatement people and the canadian equivalent of FAA. FAA equivalent seem in sympathy with reporter. Two other flight crews were violated this summer for this same procedure. Reporter does not really know what will happen in this instance as it is still being reviewed.

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Original NASA ASRS Text

Title: ALLEGED NOISE ABATEMENT VIOLATION.

Narrative: AFTER TKOF I CHANGED FREQ TO DEP ON 128.8 AND CHKED IN 'OUT OF 800' ON A 320 DEG HDG.' DEP CTL ACKNOWLEDGED. AT APPROX 1500-2000', DEP CTL: 'TURN LEFT TO 270 DEGS AND DIRECT PECK (VOR) WHEN ABLE.' SHORTLY THEREAFTER: 'DISREGARD THE TURN, BUT YOU CAN CLB TO 7000'.' (TORONTO 1 SID ALT IS 5000' #10-3). AT ABOUT 4000' CTLR SAID, 'NOW YOU CAN TURN TO 270 DEGS AND DIRECT PECK WHEN ABLE.' END OF STORY? NO! THAT NIGHT I GOT A PHONE CALL FROM OUR FLEET MGR WHO TOLD ME CANADIANS WERE CONSIDERING FILING A TRACKING VIOLATION AGAINST ME FOR NOT TRACKING THE YYZ 337 DEG R. PLEASE REFER TO YYZ SID 10-3 AND NOISE 10-4, WHICH SAYS, 'NO FURTHER TURNS PRIOR TO 2.5 DME AND 4000' WBOUND UNLESS INSTRUCTED OTHERWISE BY ATC. CANADIAN PROCS ARE MANY TIMES DIFFERENT FROM OURS, COMPLICATED, AND CONTRADICTORY IN SOME INSTANCES. BEING WELL AWARE OF THIS, I HAD BRIEFED MY CREW TO BE EXTRA ALERT DURING OUR TRIPS TO YYZ FOR THE MONTH. DURING SUBSEQUENT PHONE CALLS I MADE TO YYZ TWR AND RADAR, THERE APPEARS TO BE A CONFLICT OR 'DIFFERENCE OF OPINION' BTWN THEM (CANADIAN FAA) AND WHATEVER AGENCY ADMINISTERS THE NOISE ABATEMENT POLICY AND PROCS. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING: RPTR STATES CANADIAN PROCS ARE EXTREMELY CONFUSION. SOMETIMES THEY MAKE THINGS DIFFERENT JUST TO BE DIFFERENT FROM THE U.S. THEY DO NOT GIVE DEP FREQ UNTIL ACFT TAKING ACTIVE RWY OR WORSE UNTIL AFTER DEP. DO NOT ASSIGN A STAR UNTIL VERY CLOSE IN TO THE ARPT. IN THIS CASE, THERE IS APPARENTLY A MAJOR CONFLICT BTWN NOISE ABATEMENT PEOPLE AND THE CANADIAN EQUIVALENT OF FAA. FAA EQUIVALENT SEEM IN SYMPATHY WITH RPTR. TWO OTHER FLT CREWS WERE VIOLATED THIS SUMMER FOR THIS SAME PROC. RPTR DOES NOT REALLY KNOW WHAT WILL HAPPEN IN THIS INSTANCE AS IT IS STILL BEING REVIEWED.

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.