Narrative:

On departure from vny on the WLKKR3 SID; ATC told us we were right of course somewhere between heyjo and cstro waypoints. We confirmed our clearance but he inquired if we were headed to corez. We replied 'no' then he gave us a left 20 degree turn then direct corez. ATC seemed to be without concern. We complied and the remainder of the flight proceeded normally. Once stable in cruise flight; my first officer (first officer) and I reviewed our clearance to find out what may have happened. During preflight planning; the first officer received the pre departure clearance clearance and transcribed a revised route (slightly different from our filed release) on the release paperwork. When I conducted the departure brief; waypoints were again checked but corez was not listed from what I reviewed. I checked the pre departure clearance approved flight plan written on the release and compared it to the FMS pre departure clearance flight plan and added it after the cstro waypoint because that was our new clearance (the original filed flight plan was WLKKR3 cstro corez...). Apparently my first officer selected the cstro transition in the FMS instead of the corez transition and I missed that. Additionally; the page displayed on the FMS which I referenced may have been the 'filed' page not the 'cleared' page. After that takeoff briefing; we shut down the aircraft and waited for our [passengers] starting a 2 hour slide. Owner services called me to say our pax would be an additional one or two hours late. Pax showed at over three hours after original takeoff time. Before we departed; we reviewed departure procedures again and verified our clearance from the departure brief. I have wrestled a couple of days on this simple mistake in order to capture and articulate the events which contributed to its occurrence. It was day 6 of 7. Both pilots are east coast based and working the late shift on the west coast since day 2 finally going to sleep between 0200 and 0500 eastern dst - causing a 4 - 6 hour shift in our normal circadian rhythms. At first the shift was difficult but I adjusted as the days progressed. Also; my first officer was a 6-month new hire. He demonstrated expected high levels of anxiety from day one which compounded throughout the tour. I attempted to put him at ease using various leadership and management techniques acquired from over 37 years of flying and a life well-seasoned. My efforts mostly worked but nearly every leg; he made errors in sops; flows; FMS entries and flying techniques. Had I not intervened more; I estimate 2 to 3 more reports would require filing for this tour alone. I thought my vigilance was preventing errors while providing some mentoring to a young new-hire. The cumulative effect of this extra effort; along with our long duty days ending in the wee hours of the morning on the west coast aligned the holes in my orm; CRM cheese more than normal. So; on day six and what was to be our last flight of the tour; I missed an error when the flight plan was reviewed. The first officer installed the correct SID but with the incorrect transition. When comparing this to the FMS the waypoint corez was not included...so I directed him to add it because it was the clearance. Simply we were to fly the WLKKR3 RNAV departure corez transition not the cstro transition. To add to the confusion; our filed flight plan included both SID ending waypoints which almost never occurs.moving forward I will be even more vigilant when flying with low-time new-hire fos taking extra time discussing and reviewing FMS entries especially when not 'cleared as filed' flight plans. Also; it is easy to overlook the final waypoints in this SID as they both start with the letter 'C'; laterally not too far apart and both included on the filed flight plan.

Related reports:

Google
 

Original NASA ASRS Text

Title: Light Transport Captain reported a heading deviation on departure due to the First Officer entering the wrong route into the FMS.

Narrative: On departure from VNY on the WLKKR3 SID; ATC told us we were right of course somewhere between HEYJO and CSTRO waypoints. We confirmed our clearance but he inquired if we were headed to COREZ. We replied 'no' then he gave us a left 20 degree turn then direct COREZ. ATC seemed to be without concern. We complied and the remainder of the flight proceeded normally. Once stable in cruise flight; my FO (First Officer) and I reviewed our clearance to find out what may have happened. During preflight planning; the FO received the PDC clearance and transcribed a revised route (slightly different from our filed release) on the release paperwork. When I conducted the departure brief; waypoints were again checked but COREZ was not listed from what I reviewed. I checked the PDC approved flight plan written on the release and compared it to the FMS PDC flight plan and added it after the CSTRO waypoint because that was our new clearance (the original filed flight plan was WLKKR3 CSTRO COREZ...). Apparently my FO selected the CSTRO transition in the FMS instead of the COREZ transition and I missed that. Additionally; the page displayed on the FMS which I referenced may have been the 'filed' page not the 'cleared' page. After that takeoff briefing; we shut down the aircraft and waited for our [passengers] starting a 2 hour slide. Owner services called me to say our pax would be an additional one or two hours late. Pax showed at over three hours after original takeoff time. Before we departed; we reviewed departure procedures again and verified our clearance from the departure brief. I have wrestled a couple of days on this simple mistake in order to capture and articulate the events which contributed to its occurrence. It was day 6 of 7. Both pilots are east coast based and working the late shift on the west coast since day 2 finally going to sleep between 0200 and 0500 eastern DST - causing a 4 - 6 hour shift in our normal circadian rhythms. At first the shift was difficult but I adjusted as the days progressed. Also; my FO was a 6-month new hire. He demonstrated expected high levels of anxiety from day one which compounded throughout the tour. I attempted to put him at ease using various leadership and management techniques acquired from over 37 years of flying and a life well-seasoned. My efforts mostly worked but nearly every leg; he made errors in SOPs; flows; FMS entries and flying techniques. Had I not intervened more; I estimate 2 to 3 more reports would require filing for this tour alone. I thought my vigilance was preventing errors while providing some mentoring to a young new-hire. The cumulative effect of this extra effort; along with our long duty days ending in the wee hours of the morning on the west coast aligned the holes in my ORM; CRM cheese more than normal. So; on day six and what was to be our last flight of the tour; I missed an error when the flight plan was reviewed. The FO installed the correct SID but with the incorrect transition. When comparing this to the FMS the waypoint COREZ was not included...so I directed him to add it because it was the clearance. Simply we were to fly the WLKKR3 RNAV departure COREZ transition not the CSTRO transition. To add to the confusion; our filed flight plan included both SID ending waypoints which almost never occurs.Moving forward I will be even more vigilant when flying with low-time new-hire FOs taking extra time discussing and reviewing FMS entries especially when not 'cleared as filed' flight plans. Also; it is easy to overlook the final waypoints in this SID as they both start with the letter 'C'; laterally not too far apart and both included on the filed flight plan.

Data retrieved from NASA's ASRS site 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.