Narrative:

I've departed dal on this flight for the last two weeks as well as tonight. The construction and time of departure has caused problems every week. Apparently; with 13R/left in use; combined with our departure time of {time}; our departure runway; and departure procedure can change suddenly. Two weeks ago; the ground controller (ground control) instructed us to taxi to 13R via certain taxiways. Upon reaching the parallel taxiway to 13R; the controller told us to plan take off from 13R at intersection C6. This was a surprise; as I now had to pull out the opc to calculate 13R/C6 data. I didn't appreciate this sudden change; as the ATIS did not show 13R at C6 for departures. It simply read 13R and 13L; which implies full-length. The ATIS did list all the taxiway closures; which we had read. However; the taxi diagram for the 13R departure area is so small and cramped; that it's hard to determine which taxiways are open and which aren't. Again; the ATIS implied full-length 13R departures; and the controller's initial taxi instruction was to taxi to 13R (also implying full-length). The C6 intersection was assigned at the last minute during our taxi. The tower controller then cleared us for takeoff from 13R at C6. Upon moving onto the runway; he canceled our take off clearance and told us to wait in position. He then changed our departure from the WORTH5 to the LOVE2. Now; the captain and I were scrambling with our charts; sitting on the runway in position. It took us a solid five minutes; sitting on the runway; to read over the LOVE2; only to determine that its' procedure is vastly different from the WORTH5. The misleading ATIS; taxi instructions; changes to the taxi instructions; being put in position; and then changes to our departure procedure resulted in a ton of work for me. Last week; expecting a similar situation; I was more prepared and knew to expect the 13R at C6 departure. As it was; we were cleared to taxi to 13L instead. Tonight; I called ground prior to push to ask: 1) what runway we could expect; and 2) if we could expect our WORTH5 departure to suddenly be changed to the WORTH5. The ground controller told us to expect 13R at C6 (again; the ATIS showed departures off 13R; implying full-length); and that we could expect our WORTH5to be changed to the LOVE2; due to the post-{time} departure time. So; I briefed the captain; we briefed both the WORTH5and the LOVE2; and I programmed the opc for a 13R at C6 departure. I then tried calling the ground controller for push clearance; but he was also working clearance delivery; and I couldn't break-in. The captain mistakenly thought that we were cleared to push; and he told the push crew to push us. At this time; I told the captain that we were not cleared to push; and I was able to ask the ground controller for push clearance; which he provided. When I called for taxi; the ground controller told us to taxi to 13L via a series of taxiways not the 13R at C6 that I had been told to expect and that I had programmed. This was upsetting; as at the end of a very long day; I now had to get out the opc and reprogram it for a 13L departure. I was now working hard to reprogram this runway change. Upon switching to the tower frequency; I told the tower controller that we had been told to expect 13R at C6 with a possible LOVE2 departure; yet we were changed to 13L. I asked which departure we were to use: the WORTH5; which we were filed for; or the LOVE2. The tower controller apologized for all the confusion and told us to fly the WORTH5. Preventative measures: ['1) the ATIS needs to reflect departures from '13R at C6'; not simply '13R.' 2) ground controllers need to issue a taxi clearance to 13R at C6 via (whatever taxiways) and not 13R; which implies full-length. 3) the dal airport diagram should be drawn larger to show the complex taxiway arrangements near the end of the runways. 4) ATC should not be switching one's departure procedure from the WORTH5 to the LOVE2 on last-second's notice (especially while sitting in position on the runway). There is a certain degree of expectation by dal ATC staff that all flight crews are completely familiar with local and specific dal terminology; procedures (e.g.; the sudden switching of departure procedures at {time}); and landmarks. We're not. Many crews transit dal very infrequently and; just because we do; does not mean we're familiar with their local procedures and sometimes unwritten ways of doing things.

Google
 

Original NASA ASRS Text

Title: DAL Air Carrier departure experienced confusion during a late evening departure with construction restrictions; expressing concern ATC's takeoff information was not reflected on the ATIS and was late in coming.

Narrative: I've departed DAL on this flight for the last two weeks as well as tonight. The construction and time of departure has caused problems every week. Apparently; with 13R/L in use; combined with our departure time of {time}; our departure runway; and departure procedure can change suddenly. Two weeks ago; the Ground Controller (GC) instructed us to taxi to 13R via certain taxiways. Upon reaching the parallel taxiway to 13R; the Controller told us to plan take off from 13R at intersection C6. This was a surprise; as I now had to pull out the OPC to calculate 13R/C6 data. I didn't appreciate this sudden change; as the ATIS did not show 13R at C6 for departures. It simply read 13R and 13L; which implies full-length. The ATIS did list all the taxiway closures; which we had read. However; the taxi diagram for the 13R departure area is so small and cramped; that it's hard to determine which taxiways are open and which aren't. Again; the ATIS implied full-length 13R departures; and the Controller's initial taxi instruction was to taxi to 13R (also implying full-length). The C6 intersection was assigned at the last minute during our taxi. The Tower Controller then cleared us for takeoff from 13R at C6. Upon moving onto the runway; he canceled our take off clearance and told us to wait in position. He then changed our departure from the WORTH5 to the LOVE2. Now; the Captain and I were scrambling with our charts; sitting on the runway in position. It took us a solid five minutes; sitting on the runway; to read over the LOVE2; only to determine that its' procedure is vastly different from the WORTH5. The misleading ATIS; taxi instructions; changes to the taxi instructions; being put in position; and then changes to our departure procedure resulted in a ton of work for me. Last week; expecting a similar situation; I was more prepared and knew to expect the 13R at C6 departure. As it was; we were cleared to taxi to 13L instead. Tonight; I called Ground prior to push to ask: 1) what runway we could expect; and 2) if we could expect our WORTH5 Departure to suddenly be changed to the WORTH5. The Ground Controller told us to expect 13R at C6 (again; the ATIS showed departures off 13R; implying full-length); and that we could expect our WORTH5to be changed to the LOVE2; due to the post-{time} departure time. So; I briefed the Captain; we briefed both the WORTH5and the LOVE2; and I programmed the OPC for a 13R at C6 departure. I then tried calling the Ground Controller for push clearance; but he was also working Clearance Delivery; and I couldn't break-in. The Captain mistakenly thought that we were cleared to push; and he told the Push Crew to push us. At this time; I told the Captain that we were not cleared to push; and I was able to ask the Ground Controller for push clearance; which he provided. When I called for taxi; the Ground Controller told us to taxi to 13L via a series of taxiways not the 13R at C6 that I had been told to expect and that I had programmed. This was upsetting; as at the end of a very long day; I now had to get out the OPC and reprogram it for a 13L departure. I was now working hard to reprogram this runway change. Upon switching to the Tower frequency; I told the Tower Controller that we had been told to expect 13R at C6 with a possible LOVE2 Departure; yet we were changed to 13L. I asked which departure we were to use: the WORTH5; which we were filed for; or the LOVE2. The Tower Controller apologized for all the confusion and told us to fly the WORTH5. Preventative Measures: ['1) The ATIS needs to reflect departures from '13R at C6'; not simply '13R.' 2) Ground Controllers need to issue a taxi clearance to 13R at C6 via (whatever taxiways) and not 13R; which implies full-length. 3) The DAL airport diagram should be drawn larger to show the complex taxiway arrangements near the end of the runways. 4) ATC should not be switching one's departure procedure from the WORTH5 to the LOVE2 on last-second's notice (especially while sitting in position on the runway). There is a certain degree of expectation by DAL ATC staff that all Flight Crews are completely familiar with local and specific DAL terminology; procedures (e.g.; the sudden switching of departure procedures at {time}); and landmarks. We're not. Many Crews transit DAL very infrequently and; just because we do; does not mean we're familiar with their local procedures and sometimes unwritten ways of doing things.

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.