PIC of large transport deviates from clearance on STAR. One crew member felt that cockpit communicat...

Attributes
ACN	126475
Time
Date	198910
Day	Sat
Local Time Of Day	0601 To 1200
Place
Locale Reference	atc facility : upp airport : koa
State Reference	HI
Altitude	msl bound lower : 3000 msl bound upper : 8000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zhn tower : koa
Operator	common carrier : air carrier
Make Model Name	Heavy Transport, Low Wing, 4 Turbojet Eng
Navigation In Use	Other
Flight Phase	cruise other descent : approach descent other
Route In Use	arrival other arrival star : star
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp pilot : flight engineer
Experience	flight time last 90 days : 135 flight time total : 16280 flight time type : 9700
ASRS Report	126475
Person 2
Affiliation	company : air carrier
Function	flight crew : second officer
Qualification	pilot : flight engineer pilot : atp
Experience	flight time last 90 days : 240 flight time total : 7000 flight time type : 1200
ASRS Report	126684
Events
Anomaly	non adherence : clearance non adherence : published procedure other spatial deviation
Independent Detector	other flight crewa
Resolutory Action	none taken : anomaly accepted
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Initially cleared over upp for a vecki 3 arrival with an 8000 crossing restriction at upp. As we approached upp at 8000' we were cleared for a runway 17 ILS approach. My interpretation was to proceed via vecki-3 to intercept runway 17 localizer. As I proceeded out the 212 radial of upp, the first officer said we were cleared over malia (IAF) for the runway 17 ILS. I thought I had missed part of the clearance and asked him if we had received a clearance over malia. His answer was 'yes'. So I proceeded on the 190 degree radial of upp to malia. Nothing was said by hnl center or kona tower, on our choice of routing. On discussion amongst my crew, on the ground, I discovered that we had not received a clearance over malia.I called kona tower to ask what routing they expected us to follow. We were told vecki 3 arrival routing. On consulting the arrival and approach plates, it appears confusing, since there is no IAF on the vecki 3 routing from over upp. Malia is an IAF. On talking to hnl center, there have apparently been other flts which were unsure of the expected route after receiving a clearance for an ILS 17 approach. If I had been given correct information from my crew, I would have followed the vecki east arrival to intercept runway 17 ILS localizer. However, better depiction on the charts might preclude this error arising again. Supplemental information from acn 126684: we were questioning each other as to whether we should continue on the 190 degree or go back to the upp 212 degree to intercept. At this point we had the field in sight and were cleared for the visual approach. The reason for the confusion was that via the vecki 3 arrival there is no IAF. Also I feel that the fact that the first officer worked during our strike (scabbed), the amount of communication and interaction between the crew (captain and first officer) was not as high as it could have been.

Original NASA ASRS Text

Title: PIC OF LGT DEVIATES FROM CLRNC ON STAR. ONE CREW MEMBER FELT THAT COCKPIT COM WAS LESS THAN DESIRED AS FO HAD WORKED DURING THE STRIKE AND WAS RESENTED. SO ON PAX ANNOUNCEMENT DURING CLRNC RECEIVED, DID NOT BACK UP PLTS ON COM.

Narrative: INITIALLY CLRED OVER UPP FOR A VECKI 3 ARR WITH AN 8000 XING RESTRICTION AT UPP. AS WE APCHED UPP AT 8000' WE WERE CLRED FOR A RWY 17 ILS APCH. MY INTERPRETATION WAS TO PROCEED VIA VECKI-3 TO INTERCEPT RWY 17 LOC. AS I PROCEEDED OUT THE 212 RADIAL OF UPP, THE F/O SAID WE WERE CLRED OVER MALIA (IAF) FOR THE RWY 17 ILS. I THOUGHT I HAD MISSED PART OF THE CLRNC AND ASKED HIM IF WE HAD RECEIVED A CLRNC OVER MALIA. HIS ANSWER WAS 'YES'. SO I PROCEEDED ON THE 190 DEG RADIAL OF UPP TO MALIA. NOTHING WAS SAID BY HNL CENTER OR KONA TWR, ON OUR CHOICE OF ROUTING. ON DISCUSSION AMONGST MY CREW, ON THE GND, I DISCOVERED THAT WE HAD NOT RECEIVED A CLRNC OVER MALIA.I CALLED KONA TWR TO ASK WHAT ROUTING THEY EXPECTED US TO FOLLOW. WE WERE TOLD VECKI 3 ARR ROUTING. ON CONSULTING THE ARR AND APCH PLATES, IT APPEARS CONFUSING, SINCE THERE IS NO IAF ON THE VECKI 3 ROUTING FROM OVER UPP. MALIA IS AN IAF. ON TALKING TO HNL CENTER, THERE HAVE APPARENTLY BEEN OTHER FLTS WHICH WERE UNSURE OF THE EXPECTED ROUTE AFTER RECEIVING A CLRNC FOR AN ILS 17 APCH. IF I HAD BEEN GIVEN CORRECT INFO FROM MY CREW, I WOULD HAVE FOLLOWED THE VECKI E ARR TO INTERCEPT RWY 17 ILS LOC. HOWEVER, BETTER DEPICTION ON THE CHARTS MIGHT PRECLUDE THIS ERROR ARISING AGAIN. SUPPLEMENTAL INFORMATION FROM ACN 126684: WE WERE QUESTIONING EACH OTHER AS TO WHETHER WE SHOULD CONTINUE ON THE 190 DEG OR GO BACK TO THE UPP 212 DEG TO INTERCEPT. AT THIS POINT WE HAD THE FIELD IN SIGHT AND WERE CLRED FOR THE VISUAL APCH. THE REASON FOR THE CONFUSION WAS THAT VIA THE VECKI 3 ARR THERE IS NO IAF. ALSO I FEEL THAT THE FACT THAT THE F/O WORKED DURING OUR STRIKE (SCABBED), THE AMOUNT OF COM AND INTERACTION BETWEEN THE CREW (CAPT AND F/O) WAS NOT AS HIGH AS IT COULD HAVE BEEN.

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.

PIC of large transport deviates from clearance on STAR. One crew member felt that cockpit communication was less than desired as first officer had worked during the strike and was resented. So on passenger announcement during clearance received, did not back up pilots on communication.