Narrative:

Departures from cle are best described as arduous! You're given clrncs that are tailor-made to create mistakes by flight crews. Example: to go to fnt you're cleared ruv V297 to intercept V42 yqg V337 hocky intersection direct fnt. V297 is the 302 degree right of aco and V42 is the 336 degree right of djb. They intersect each other about 30 mi northwest of cle. In our case we took off on runway 23L, turned to 260 degrees, then climbed to 6000'. Then a right turn to 320 degrees and a climb to 11000'. Then a left turn to 290 degrees, maintain 11000' and intercept V45. I had to ask for a repeat on that since I thought we would intercept V297. This was our original clearance. Well, I had to go to the chart to realize that V45 and V297 were the same. Now maybe I should have already known this, but if you're given V297 on an original clearance, they should not be changing names at that time. Also the clearance to intercept V45 on a 290 degree heading would not have worked. 290 degree heading, when you're south of a 302 degree right just doesn't make it. Our next clearance was to just maintain a 290 degree heading, then a 350 degree heading to intercept V297 (changed names again). Intercept had us intercepting V297 only a few mi east of V42 which meant 2 major turns of about 45 degrees to 40 degrees each, 1 left, 1 right, inside of about 5 or 6 mi. All of this monkey motion could be avoided by just clearing us direct djb V42 yqg. Same results fewer turns and less chance of goof ups. Most departures out of cle are like this and keep air crews in a constant state of confusion. We're having to spend too much time figuring out clrncs instead of watch out where we are going. Callback conversation with reporter revealed the following: reporter stated that prior to this incident, they usually received a clearance from clearance delivery that was a complete clearance from cle to the first arwy, V42. Lately, the clearance has been 'as filed' and then when they contact departure control, they are given a vector to an arwy that is not in their flight plan (V297), so at that point their clearance is incomplete and they have to ask departure control if they are supposed to intercept V42. Reporter was not aware of why, but they are never allowed to fly over dryer VORTAC. Reporter suggests that the departure from cle would be much less complicated if V297 was eliminated from the clearance and they were vectored to V42.

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Original NASA ASRS Text

Title: ACR MLG GIVEN VECTORS AND CLRNC THAT ARE DIFFERENT FROM ROUTE FILED AND WHICH INCLUDE AIRWAYS NOT ON FLT PLAN.

Narrative: DEPS FROM CLE ARE BEST DESCRIBED AS ARDUOUS! YOU'RE GIVEN CLRNCS THAT ARE TAILOR-MADE TO CREATE MISTAKES BY FLT CREWS. EXAMPLE: TO GO TO FNT YOU'RE CLRED RUV V297 TO INTERCEPT V42 YQG V337 HOCKY INTXN DIRECT FNT. V297 IS THE 302 DEG R OF ACO AND V42 IS THE 336 DEG R OF DJB. THEY INTERSECT EACH OTHER ABOUT 30 MI NW OF CLE. IN OUR CASE WE TOOK OFF ON RWY 23L, TURNED TO 260 DEGS, THEN CLBED TO 6000'. THEN A RIGHT TURN TO 320 DEGS AND A CLB TO 11000'. THEN A LEFT TURN TO 290 DEGS, MAINTAIN 11000' AND INTERCEPT V45. I HAD TO ASK FOR A REPEAT ON THAT SINCE I THOUGHT WE WOULD INTERCEPT V297. THIS WAS OUR ORIGINAL CLRNC. WELL, I HAD TO GO TO THE CHART TO REALIZE THAT V45 AND V297 WERE THE SAME. NOW MAYBE I SHOULD HAVE ALREADY KNOWN THIS, BUT IF YOU'RE GIVEN V297 ON AN ORIGINAL CLRNC, THEY SHOULD NOT BE CHANGING NAMES AT THAT TIME. ALSO THE CLRNC TO INTERCEPT V45 ON A 290 DEG HDG WOULD NOT HAVE WORKED. 290 DEG HDG, WHEN YOU'RE S OF A 302 DEG R JUST DOESN'T MAKE IT. OUR NEXT CLRNC WAS TO JUST MAINTAIN A 290 DEG HDG, THEN A 350 DEG HDG TO INTERCEPT V297 (CHANGED NAMES AGAIN). INTERCEPT HAD US INTERCEPTING V297 ONLY A FEW MI E OF V42 WHICH MEANT 2 MAJOR TURNS OF ABOUT 45 DEGS TO 40 DEGS EACH, 1 LEFT, 1 RIGHT, INSIDE OF ABOUT 5 OR 6 MI. ALL OF THIS MONKEY MOTION COULD BE AVOIDED BY JUST CLRING US DIRECT DJB V42 YQG. SAME RESULTS FEWER TURNS AND LESS CHANCE OF GOOF UPS. MOST DEPS OUT OF CLE ARE LIKE THIS AND KEEP AIR CREWS IN A CONSTANT STATE OF CONFUSION. WE'RE HAVING TO SPEND TOO MUCH TIME FIGURING OUT CLRNCS INSTEAD OF WATCH OUT WHERE WE ARE GOING. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING: RPTR STATED THAT PRIOR TO THIS INCIDENT, THEY USUALLY RECEIVED A CLRNC FROM CLRNC DELIVERY THAT WAS A COMPLETE CLRNC FROM CLE TO THE FIRST ARWY, V42. LATELY, THE CLRNC HAS BEEN 'AS FILED' AND THEN WHEN THEY CONTACT DEP CTL, THEY ARE GIVEN A VECTOR TO AN ARWY THAT IS NOT IN THEIR FLT PLAN (V297), SO AT THAT POINT THEIR CLRNC IS INCOMPLETE AND THEY HAVE TO ASK DEP CTL IF THEY ARE SUPPOSED TO INTERCEPT V42. RPTR WAS NOT AWARE OF WHY, BUT THEY ARE NEVER ALLOWED TO FLY OVER DRYER VORTAC. RPTR SUGGESTS THAT THE DEP FROM CLE WOULD BE MUCH LESS COMPLICATED IF V297 WAS ELIMINATED FROM THE CLRNC AND THEY WERE VECTORED TO V42.

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.