Narrative:

Koa tower called for release on aircraft X from koa to ZZZ. As per the LOA between hcf and koa; this aircraft was issued a non-radar routing off of the airport of V5..V11.upp..cluts..then as filed. This clearance is given to all oceanic aircraft departing koa to the mainland united states. This aircraft received this clearance approximately 15 minutes prior to departure. When koa called for release; there was no traffic for this aircraft; thus the aircraft was simply released on course. Within 1 minute of issuing the release; koa tower called back and requested a heading after departure stating that the pilot didn't want to fly over the koa VORTAC to join V5. While discussing with the tower that the aircraft doesn't need to fly over the VORTAC; I could hear the pilot in the background badgering the tower controller for a heading and whether or not they were cleared for take off. After hearing this; I then issued a departure heading of '350 to join V11; released.' since I was working 2 different sectors combined; I was also working 2 different sets of frequencies at the time. When aircraft X checked on frequency; the pilot stated they were on a 350 heading climbing to FL340. I quickly acknowledged the initial check-in with 'aircraft X hcf roger'. I then proceeded to other higher priority duties of issuing traffic to other aircraft and acknowledging other aircraft that were checking on frequency. While I was doing this; aircraft X 'steps' on other aircraft with the question of 'do you want me to join V11....?'. I replied that was what the clearance was. The aircraft then went on some rambling narrative about what they usually get as a clearance and this wasn't what they were used to getting and on and on which tied up my frequencies for approximately 30 seconds. Having other aircraft on frequency which needed my attention; I then proceeded to issue control instructions to these aircraft when aircraft X was finally finished with their rant. When I returned my attention to aircraft X; this aircraft had flown totally past the airway by at least 5 miles. I advised the aircraft to verify joining V11 at which time the aircraft then began to turn to join the airway. The pilot then requested the phone number to the facility which I gladly gave. Before I switched this aircraft to the next controller I advised the pilot that there was a possible pilot deviation and instructed the pilot to call the facility as soon as they landed. I learned from my supervisor today that this pilot never called. Recommendation; the obvious recommendation is for carrier X to have better training for their pilots in basic ATC. At the time this pilot was issued the clearance; (V5..V11); if there was a question about the route; ask while still at the gate for clarification. Don't wait until you've been cleared for takeoff. This isn't the first time a pilot from carrier X demonstrated the inability to transition from the terminal environment to the en-route environment by climbing on course. It happens with regularity out here (hawaiian islands). Just last week; a carrier X aircraft was cleared from koa to hnl via V20 and departed on a runway heading and never proceeded to join V20 until the controller noticed this aircraft 15-20 miles south of the airport and questioned why they were there. The response was that they flew runway heading; which is a control instruction that was never issued to the pilot. The same thing happens at lih also. Carrier X pilots need to be trained that they have 2 options when cleared on course: 1) climb on course via the IFR departure procedure for the airport/runway they are departing 2) proceed in VMC conditions on course. Either way - proceed on course and don't make up your own departure instructions (runway heading) or refuse to follow ATC instructions (keep flying a heading without joining an airway) this same company also has problems with accepting approach clearances into koa when they are established on a non-radar routing (vecki STAR). Controllers will issue an altitude to maintain until established on the route (keeps aircraft above the mia) then issue the aircraft an ILS runway 17 approach. All of the other air carriers into koa accept the clearance without hesitation; but invariably whenever there is a question about what the aircraft is expected to do it comes from a carrier X pilot. It is my belief that they may be under the mistaken impression that radar procedures are in place at koa and lih when this is not the case.

Google
 

Original NASA ASRS Text

Title: HCF Controller voiced concern regarding confusion with one company with regard to clearances issued to/from several Hawaiian Islands; the reporter suspecting confusion with RADAR vs. Non-RADAR ATC procedures.

Narrative: KOA Tower called for release on Aircraft X from KOA to ZZZ. As per the LOA between HCF and KOA; this aircraft was issued a Non-RADAR routing off of the airport of V5..V11.UPP..CLUTS..then as filed. This clearance is given to ALL Oceanic aircraft departing KOA to the mainland United States. This aircraft received this clearance approximately 15 minutes prior to departure. When KOA called for release; there was no traffic for this aircraft; thus the aircraft was simply released on course. Within 1 minute of issuing the release; KOA Tower called back and requested a heading after departure stating that the pilot didn't want to fly over the KOA VORTAC to join V5. While discussing with the Tower that the aircraft doesn't need to fly over the VORTAC; I could hear the pilot in the background badgering the Tower Controller for a heading and whether or not they were cleared for take off. After hearing this; I then issued a departure heading of '350 to join V11; released.' Since I was working 2 different sectors combined; I was also working 2 different sets of frequencies at the time. When Aircraft X checked on frequency; the pilot stated they were on a 350 heading climbing to FL340. I quickly acknowledged the initial check-in with 'Aircraft X HCF roger'. I then proceeded to other higher priority duties of issuing traffic to other aircraft and acknowledging other aircraft that were checking on frequency. While I was doing this; Aircraft X 'steps' on other aircraft with the question of 'Do you want me to join V11....?'. I replied that was what the clearance was. The aircraft then went on some rambling narrative about what they usually get as a clearance and this wasn't what they were used to getting and on and on which tied up my frequencies for approximately 30 seconds. Having other aircraft on frequency which needed my attention; I then proceeded to issue control instructions to these aircraft when Aircraft X was finally finished with their rant. When I returned my attention to Aircraft X; this aircraft had flown totally past the airway by at least 5 miles. I advised the aircraft to verify joining V11 at which time the aircraft then began to turn to join the airway. The pilot then requested the phone number to the facility which I gladly gave. Before I switched this aircraft to the next Controller I advised the pilot that there was a possible pilot deviation and instructed the pilot to call the facility as soon as they landed. I learned from my Supervisor today that this pilot never called. Recommendation; the obvious recommendation is for Carrier X to have better training for their pilots in BASIC ATC. At the time this pilot was issued the clearance; (V5..V11); if there was a question about the route; ask while still at the gate for clarification. Don't wait until you've been cleared for takeoff. This isn't the first time a pilot from Carrier X demonstrated the inability to transition from the terminal environment to the en-route environment by climbing on course. It happens with regularity out here (Hawaiian Islands). Just last week; a Carrier X Aircraft was cleared from KOA to HNL via V20 and departed on a runway heading and never proceeded to join V20 until the controller noticed this aircraft 15-20 miles South of the airport and questioned why they were there. The response was that they flew runway heading; which is a control instruction that was never issued to the pilot. The same thing happens at LIH also. Carrier X pilots need to be trained that they have 2 options when cleared on course: 1) Climb on course via the IFR departure procedure for the airport/runway they are departing 2) Proceed in VMC conditions on course. Either way - PROCEED ON COURSE and don't make up your own departure instructions (runway heading) or refuse to follow ATC instructions (keep flying a heading without joining an airway) This same company also has problems with accepting approach clearances into KOA when they are established on a Non-RADAR routing (VECKI STAR). Controllers will issue an altitude to maintain until established on the route (keeps aircraft above the MIA) then issue the aircraft an ILS Runway 17 approach. All of the other air carriers into KOA accept the clearance without hesitation; but invariably whenever there is a question about what the aircraft is expected to do it comes from a Carrier X pilot. It is my belief that they may be under the mistaken impression that RADAR procedures are in place at KOA and LIH when this is not the case.

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.