Narrative:

I'm a new first officer, on reserve, and the captain is based in raleigh on a 3 day loan. He is unfamiliar with the area of operation. On the above date and time the captain was taxiing the aircraft while verbalizing the checklists and paducah tower read our clearance, interrupting the normal flow. By the time I copied the clearance we reached the end of the runway west/O completing the checklist. We rushed through the checklist and I made the takeoff. We didn't look at charts to analyze any questions as to the clearance. The clearance was to intercept the 100 degree right of cunningham VOR then proceed to nashville 354 degree right. I've been to paducah 4 times since september, and each time we were given a clearance with a heading assignment. This clearance just said 'turn left.' I was thinking cunningham VOR was southeast of paducah, and a left turn from runway 22 would be logical. Our prefiled flight plan also specifies to the VOR then nashville. See #3 attachment. On climb out the captain said to start my left turn. The RMI indicated a right turn to the VOR. My HSI was set to the 100 degree right inbound to cunningham. Captain's set to outbnd 100 degree right. The captain began talking to operation on another radio. I then asked him if we were to go outbnd or to the VOR as filed. He agreed we were going to the VOR. After we intercepted the 100 degree right and turned inbound ZME asked if we were going west. He said to turn around and go outbnd on the 100 degree right as the clearance said. He also said he realized we normally receive vectors, and that we were filed for the VOR. He said not to worry. See attachments 2, 4 and 1. The potential conflict is there, the old 'what if' routine. I hate being rushed, interrupted and having to make mistakes as a result. On one prior time I was there I called for clearance and got a tower controller who was sarcastic. He said he would give me the clearance when I started to taxi. I don't understand why, if this is a control tower, with ground control, why we can't receive a clearance 10 mins prior to taxi? I've learned a good lesson: don't rush, even if you have to block everyone else's departure. Clarity=clear to fly! Factors: first officer new, 22 hours in small transport hands on, on reserve. Fifth time into airport since sept (in frequency of). Captain not familiar with area. Captain talking on company frequency at inappropriate time. Ground controller not willing to give clearance in adequate amount of time to properly analyze the situation.

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Original NASA ASRS Text

Title: ACR SMT TRACK DEVIATION ON DEP.

Narrative: I'M A NEW F/O, ON RESERVE, AND THE CAPT IS BASED IN RALEIGH ON A 3 DAY LOAN. HE IS UNFAMILIAR WITH THE AREA OF OPERATION. ON THE ABOVE DATE AND TIME THE CAPT WAS TAXIING THE ACFT WHILE VERBALIZING THE CHKLISTS AND PADUCAH TWR READ OUR CLRNC, INTERRUPTING THE NORMAL FLOW. BY THE TIME I COPIED THE CLRNC WE REACHED THE END OF THE RWY W/O COMPLETING THE CHKLIST. WE RUSHED THROUGH THE CHKLIST AND I MADE THE TKOF. WE DIDN'T LOOK AT CHARTS TO ANALYZE ANY QUESTIONS AS TO THE CLRNC. THE CLRNC WAS TO INTERCEPT THE 100 DEG R OF CUNNINGHAM VOR THEN PROCEED TO NASHVILLE 354 DEG R. I'VE BEEN TO PADUCAH 4 TIMES SINCE SEPTEMBER, AND EACH TIME WE WERE GIVEN A CLRNC WITH A HDG ASSIGNMENT. THIS CLRNC JUST SAID 'TURN LEFT.' I WAS THINKING CUNNINGHAM VOR WAS SE OF PADUCAH, AND A LEFT TURN FROM RWY 22 WOULD BE LOGICAL. OUR PREFILED FLT PLAN ALSO SPECIFIES TO THE VOR THEN NASHVILLE. SEE #3 ATTACHMENT. ON CLBOUT THE CAPT SAID TO START MY LEFT TURN. THE RMI INDICATED A RIGHT TURN TO THE VOR. MY HSI WAS SET TO THE 100 DEG R INBND TO CUNNINGHAM. CAPT'S SET TO OUTBND 100 DEG R. THE CAPT BEGAN TALKING TO OPERATION ON ANOTHER RADIO. I THEN ASKED HIM IF WE WERE TO GO OUTBND OR TO THE VOR AS FILED. HE AGREED WE WERE GOING TO THE VOR. AFTER WE INTERCEPTED THE 100 DEG R AND TURNED INBND ZME ASKED IF WE WERE GOING W. HE SAID TO TURN AROUND AND GO OUTBND ON THE 100 DEG R AS THE CLRNC SAID. HE ALSO SAID HE REALIZED WE NORMALLY RECEIVE VECTORS, AND THAT WE WERE FILED FOR THE VOR. HE SAID NOT TO WORRY. SEE ATTACHMENTS 2, 4 AND 1. THE POTENTIAL CONFLICT IS THERE, THE OLD 'WHAT IF' ROUTINE. I HATE BEING RUSHED, INTERRUPTED AND HAVING TO MAKE MISTAKES AS A RESULT. ON ONE PRIOR TIME I WAS THERE I CALLED FOR CLRNC AND GOT A TWR CTLR WHO WAS SARCASTIC. HE SAID HE WOULD GIVE ME THE CLRNC WHEN I STARTED TO TAXI. I DON'T UNDERSTAND WHY, IF THIS IS A CTL TWR, WITH GND CTL, WHY WE CAN'T RECEIVE A CLRNC 10 MINS PRIOR TO TAXI? I'VE LEARNED A GOOD LESSON: DON'T RUSH, EVEN IF YOU HAVE TO BLOCK EVERYONE ELSE'S DEP. CLARITY=CLEAR TO FLY! FACTORS: F/O NEW, 22 HRS IN SMT HANDS ON, ON RESERVE. FIFTH TIME INTO ARPT SINCE SEPT (IN FREQUENCY OF). CAPT NOT FAMILIAR WITH AREA. CAPT TALKING ON COMPANY FREQ AT INAPPROPRIATE TIME. GND CTLR NOT WILLING TO GIVE CLRNC IN ADEQUATE AMOUNT OF TIME TO PROPERLY ANALYZE THE SITUATION.

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.