An air taxi crew reported confusion; because of heavy russian accents and similar sounding procedure...

Narrative:

We were given a flight plan with the expected SID by ground handlers at the uuww with the SID identified as the badni 01E (WZ01E) from runway 02 requiring a right turn at 195 KTS and a final altitude of 2;000 ft proceeding to ostis intersection then via WZ01E to kamenka NDB (wz). After taxi out to hold short of the active runway we encountered a 48 minute ground delay due to numerous departures before us. In russia it is all QFE and meters (no problem as we have been here several times and know the routine) and the tower will often give you the SID as they clear you on the runway. Since we had a prior clearance with a SID we were not expecting any changes. Especially when the three aircraft before us were issued the identical SID we had inserted into our FMS. Once cleared to take the runway and line up and wait; the tower announced what sounded to be the WZ01D SID versus the WZ01E SID or so it sounded. Broken english and a heavy russian accent made it difficult to understand. We ask for a repeat several times and could not clearly understand the SID given. The SID is the same as we had loaded in the FMS only the WZ01E (given in our ground clearance) is a right turn and the WZ01D is a left turn all eventually ending up at the same final point. We then questioned the tower a few times asking if the tower wanted us to turn right or left after departure so we could determine the correct feeder route to our final point. The controller never responded but cleared us to take off. Sitting on a busy active runway with landing traffic behind us we took off with three miles ahead of us before any turn was required in clear weather intending to ask the airborne controller for a turn. We did request a turn from the airborne controller and the controller eventually gave us a right turn to a heading of 180 (right turn as expected). During the confusion and complications with communications and the language barrier; I allowed the aircraft to climb to 2;650 ft before correcting back to the 2;000 ft on the SID. My speed went to 210 versus the 195 KTS on the SID but within moments of departure the controller gave us a higher climb; a heading assigned and a speed increase thus we were officially off the SID. No conflict with any traffic and in clear skies; I smoothly recovered the aircraft back to the right airspeed and altitude on the SID almost instantly and no comments were ever made by the controller. Very sloppy on my part and the lessons learned by this incident is to never depart any airport until very clear on the SID instruction even if it is necessary to get off the runway even after a 48 minute previous delay. Also to use the autopilot after take off to avoid deviations in a busy foreign environment when language is an issue and there is confusion on which way to turn. Since the weather was VFR and visibility greater than ten miles; there was never any loss of visual contact with the ground and no conflicts with other traffic. Just sloppy on my part and certainly a lesson learned to not be rushed into a departure by the tower; myself or anyone.

Original NASA ASRS Text

Title: An Air Taxi crew reported confusion; because of heavy Russian accents and similar sounding procedure names; about the UUWW departure SID assigned so after departure requested and ATC issued vectors.

Narrative: We were given a flight plan with the expected SID by ground handlers at the UUWW with the SID identified as the Badni 01E (WZ01E) from Runway 02 requiring a right turn at 195 KTS and a final altitude of 2;000 FT proceeding to OSTIS Intersection then via WZ01E to Kamenka NDB (WZ). After taxi out to hold short of the active runway we encountered a 48 minute ground delay due to numerous departures before us. In Russia it is all QFE and Meters (no problem as we have been here several times and know the routine) and the Tower will often give you the SID as they clear you on the runway. Since we had a prior clearance with a SID we were not expecting any changes. Especially when the three aircraft before us were issued the identical SID we had inserted into our FMS. Once cleared to take the runway and line up and wait; the Tower announced what sounded to be the WZ01D SID versus the WZ01E SID or so it sounded. Broken English and a heavy Russian accent made it difficult to understand. We ask for a repeat several times and could not clearly understand the SID given. The SID is the same as we had loaded in the FMS only the WZ01E (given in our ground clearance) is a right turn and the WZ01D is a left turn all eventually ending up at the same final point. We then questioned the Tower a few times asking if the Tower wanted us to turn right or left after departure so we could determine the correct feeder route to our final point. The Controller never responded but cleared us to take off. Sitting on a busy active runway with landing traffic behind us we took off with three miles ahead of us before any turn was required in clear weather intending to ask the airborne controller for a turn. We did request a turn from the airborne controller and the Controller eventually gave us a right turn to a heading of 180 (right turn as expected). During the confusion and complications with communications and the language barrier; I allowed the aircraft to climb to 2;650 FT before correcting back to the 2;000 FT on the SID. My speed went to 210 versus the 195 KTS on the SID but within moments of departure the Controller gave us a higher climb; a heading assigned and a speed increase thus we were officially off the SID. No conflict with any traffic and in clear skies; I smoothly recovered the aircraft back to the right airspeed and altitude on the SID almost instantly and no comments were ever made by the Controller. Very sloppy on my part and the lessons learned by this incident is to never depart any airport until very clear on the SID instruction even if it is necessary to get off the runway even after a 48 minute previous delay. Also to use the autopilot after take off to avoid deviations in a busy foreign environment when language is an issue and there is confusion on which way to turn. Since the weather was VFR and visibility greater than ten miles; there was never any loss of visual contact with the ground and no conflicts with other traffic. Just sloppy on my part and certainly a lesson learned to not be rushed into a departure by the Tower; myself or anyone.

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.

Attributes
ACN	966937
Time
Date	201108
Local Time Of Day	1801-2400
Place
Locale Reference	UUWW.Airport
State Reference	FO
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Make Model Name	Medium Transport Low Wing 2 Turbojet Eng
Operating Under FAR Part	Part 135
Flight Phase	Takeoff
Route In Use	SID WZ01E
Flight Plan	IFR
Person 1
Function	First Officer Pilot Flying
Qualification	Flight Crew Rotorcraft Flight Crew Multiengine Flight Crew Instrument Flight Crew Air Transport Pilot (ATP)
Experience	Flight Crew Last 90 Days 75 Flight Crew Total 14000 Flight Crew Type 325
Person 2
Function	Pilot Not Flying Captain
Qualification	Flight Crew Multiengine Flight Crew Instrument Flight Crew Air Transport Pilot (ATP)
Experience	Flight Crew Last 90 Days 120 Flight Crew Total 12500 Flight Crew Type 620
Events
Anomaly	Deviation - Altitude Overshoot Deviation - Procedural Clearance Deviation - Speed All Types

An air taxi crew reported confusion; because of heavy russian accents and similar sounding procedure names; about the uuww departure SID assigned so after departure requested and ATC issued vectors.