Narrative:

As both crew members rarely fly in europe and this was our first time out of ebbr; we were planning to be at the airport more than two hours early; with the intent of spending the extra time reviewing the several pages of airport general and departure text information as well as reviewing the potential sids etc. The passengers called during our ride to the airport asking if we could leave early as they were enroute and would be at the airport in 40 minutes. While the copilot went to the airplane with the flight attendant to get things prepared; I worked with the handler and our flight planning service to try to accommodate the schedule change.we use electronic flight bags (efb) mounted on each side of the cockpit for terminal charts; but I had printed off all of the charts for each of the scheduled airports due to all of the text information and difficulty in finding the sids and stars on the efb as they put several sids on each chart and sids with the same name but different identifier on several different charts. The copilot was reviewing our destinations arrivals etc. And I asked him for the ebbr charts.I was focused on the unique clearance and start-up procedures plus notams to the procedures; all of which use several unfamiliar acronyms. I did find the SID that I expected after looking at the route filed and observing the departure runway in use. I had looked over the filed route earlier in the day on my computer and saw that it started off in what seemed to be the wrong direction but then connected with airways toward our destination. I also noted a couple of the sids that headed in our destinations general direction had notes saying 'not for use if destination' so I didn't question the planned routing. The passengers arrived and the copilot called for our clearance; not knowing if the updated departure time had gotten through yet.to our surprise our clearance was available. ATC didn't issue a full route clearance; or revised routing; or anything to bring our attention to a change from what was filed and we were expecting the SID that connected to what was filed for us. In any case; due to accents etc. The copilot heard and read back civ 1C--but we later found out he was clearing us via the helen 3C. ATC didn't phonetically spell out the departure; and we missed the opportunity to ask him to. I expected a delay in starting engines from my understanding of the departure procedures but; instead; ATC asked if we were fully ready. We said we were and they cleared us to start. This would have been another opportunity for us to say not ready and review the other departures. I wasn't fully confident that ATC was saying the civ 1C departure but I had quickly reviewed the list in the FMS and didn't see any that I thought we could be confusing with what ATC had said. My limited understanding of the procedures at ebbr had me concerned that we could not delay between engine start and being ready to taxi without causing potential extended delay to our departure so we got with it and received taxi clearance.on departure; while flying the SID; brussels radar asked where we were going and we stated we were flying the civ 1C. ATC asked our destination and when we said the netherlands he asked then why are you flying towards paris; you were cleared the helen 3C; we said we understood the civ 1C. ATC gave us a heading and then cleared us direct helen. We still didn't understand ATC since they don't pronounce the 'H' so we couldn't find the intersection. ATC gave us another vector and handed us off to the next controller who cleared us to another fix. We weren't close to traffic but there was potential. Lesson learned; prepare; make ATC repeat it as many times as it takes; back-up the other crew members.

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Original NASA ASRS Text

Title: A corporate flight crew; rushed by an early departure request from their passengers; and inexperienced in European operations; failed to ensure they had understood their assigned SID from EBBR and instead flew the one they had anticipated. The Departure Controller caught their deviation and redirected them before any known conflicts arose.

Narrative: As both crew members rarely fly in Europe and this was our first time out of EBBR; we were planning to be at the airport more than two hours early; with the intent of spending the extra time reviewing the several pages of airport general and departure text information as well as reviewing the potential SIDs etc. The passengers called during our ride to the airport asking if we could leave early as they were enroute and would be at the airport in 40 minutes. While the copilot went to the airplane with the Flight Attendant to get things prepared; I worked with the handler and our flight planning service to try to accommodate the schedule change.We use Electronic Flight Bags (EFB) mounted on each side of the cockpit for terminal charts; but I had printed off all of the charts for each of the scheduled airports due to all of the text information and difficulty in finding the SIDs and STARs on the EFB as they put several SIDs on each chart and SIDs with the same name but different identifier on several different charts. The copilot was reviewing our destinations arrivals etc. and I asked him for the EBBR charts.I was focused on the unique clearance and start-up procedures plus NOTAMs to the procedures; all of which use several unfamiliar acronyms. I did find the SID that I expected after looking at the route filed and observing the departure runway in use. I had looked over the filed route earlier in the day on my computer and saw that it started off in what seemed to be the wrong direction but then connected with airways toward our destination. I also noted a couple of the SIDs that headed in our destinations general direction had notes saying 'not for use if destination' so I didn't question the planned routing. The passengers arrived and the copilot called for our clearance; not knowing if the updated departure time had gotten through yet.To our surprise our clearance was available. ATC didn't issue a full route clearance; or revised routing; or anything to bring our attention to a change from what was filed and we were expecting the SID that connected to what was filed for us. In any case; due to accents etc. the copilot heard and read back CIV 1C--but we later found out he was clearing us via the HELEN 3C. ATC didn't phonetically spell out the departure; and we missed the opportunity to ask him to. I expected a delay in starting engines from my understanding of the departure procedures but; instead; ATC asked if we were fully ready. We said we were and they cleared us to start. This would have been another opportunity for us to say not ready and review the other departures. I wasn't fully confident that ATC was saying the CIV 1C departure but I had quickly reviewed the list in the FMS and didn't see any that I thought we could be confusing with what ATC had said. My limited understanding of the procedures at EBBR had me concerned that we could not delay between engine start and being ready to taxi without causing potential extended delay to our departure so we got with it and received taxi clearance.On departure; while flying the SID; Brussels Radar asked where we were going and we stated we were flying the CIV 1C. ATC asked our destination and when we said the Netherlands he asked then why are you flying towards Paris; you were cleared the HELEN 3C; we said we understood the CIV 1C. ATC gave us a heading and then cleared us direct HELEN. We still didn't understand ATC since they don't pronounce the 'H' so we couldn't find the intersection. ATC gave us another vector and handed us off to the next controller who cleared us to another fix. We weren't close to traffic but there was potential. Lesson learned; prepare; make ATC repeat it as many times as it takes; back-up the other crew members.

Data retrieved from NASA's ASRS site as of April 2012 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.