Air carrier widebody transport track heading deviation en route sju-jfk.

Attributes
ACN	185777
Time
Date	199107
Day	Mon
Local Time Of Day	1201 To 1800
Place
Locale Reference	atc facility : sju
State Reference	PR
Altitude	msl bound lower : 35000 msl bound upper : 35000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zny
Operator	common carrier : air carrier
Make Model Name	Widebody, Low Wing, 3 Turbojet Eng
Navigation In Use	Other
Flight Phase	cruise other
Route In Use	enroute : other oceanic enroute : atlantic enroute other
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp pilot : flight engineer
Experience	flight time last 90 days : 210 flight time total : 19000 flight time type : 4000
ASRS Report	185777
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	other anomaly other other spatial deviation
Independent Detector	other controllera
Resolutory Action	controller : issued new clearance other
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Operational Deviation Pilot Deviation

Narrative:

Sju international NOTAM describes stationary altitude reservation area. Presumable this area was designated to recover debris from a missile launch from cape canaveral. Numerous rertes were in effect. Sju clearance delivery gave us a clearance to new york as follows: C jfk, ror vect ddp, A523 grann, direct N24/W6545, direct N26 W6030, direct moffy direct gabes, B24, A300, owens, as filed. After the readback the clearance was modified and reissued as follows: C jfk, vormo 2 garnn, direct N24/W6545, direct N26 W6030, direct moffy, direct gabes, B24, A300, owens, as filed. Clearance was read back again and rogered by san juan clearance delivery. (Sju cpt). After takeoff and contacting sju oceanic radar, the clearance was not reconfirmed with that controller. After leveling off in cruise and approaching grann intersection, the san juan radar controller changed us over to commercial radio on high frequency radios. Due to the volume of HF radio traffic, we were unable to pass our grann position report to ny, and we combined our grann position with our N24 W6545 position 4 mins later. In that report we gave our estimate for N26 W6030 and moffy next. While we were waiting for a HF phone patch with our ny dispatcher for a flight plan reanalysis, the ny commercial operator patched the ny oceanic controller through to us. Ny oceanic ATC told us the waypoint was supposed to be N26 W6430 rather then the N26 W6030 we had been issued by sju clearance delivery. Ny oceanic ATC requested our position (N24 40 W64) and cleared us direct to moffy. I should have reconfirmed the routing with the sju radar oceanic controller. I should have reconfirmed the routing with ny oceanic control through the commercial HF operator prior to reaching grann and entering ny oceanic airspace. At the risk of sounding biased or chauvanistic, I have to say that the sju cerap controller working the clearance delivery position at the time of this event was a female hispanic.

Original NASA ASRS Text

Title: ACR WDB TRACK HDG DEV ENRTE SJU-JFK.

Narrative: SJU INTL NOTAM DESCRIBES STATIONARY ALT RESERVATION AREA. PRESUMABLE THIS AREA WAS DESIGNATED TO RECOVER DEBRIS FROM A MISSILE LAUNCH FROM CAPE CANAVERAL. NUMEROUS RERTES WERE IN EFFECT. SJU CLRNC DELIVERY GAVE US A CLRNC TO NEW YORK AS FOLLOWS: C JFK, ROR VECT DDP, A523 GRANN, DIRECT N24/W6545, DIRECT N26 W6030, DIRECT MOFFY DIRECT GABES, B24, A300, OWENS, AS FILED. AFTER THE READBACK THE CLRNC WAS MODIFIED AND REISSUED AS FOLLOWS: C JFK, VORMO 2 GARNN, DIRECT N24/W6545, DIRECT N26 W6030, DIRECT MOFFY, DIRECT GABES, B24, A300, OWENS, AS FILED. CLRNC WAS READ BACK AGAIN AND ROGERED BY SAN JUAN CLRNC DELIVERY. (SJU CPT). AFTER TKOF AND CONTACTING SJU OCEANIC RADAR, THE CLRNC WAS NOT RECONFIRMED WITH THAT CTLR. AFTER LEVELING OFF IN CRUISE AND APCHING GRANN INTXN, THE SAN JUAN RADAR CTLR CHANGED US OVER TO COMMERCIAL RADIO ON HIGH FREQ RADIOS. DUE TO THE VOLUME OF HF RADIO TFC, WE WERE UNABLE TO PASS OUR GRANN POS RPT TO NY, AND WE COMBINED OUR GRANN POS WITH OUR N24 W6545 POS 4 MINS LATER. IN THAT RPT WE GAVE OUR ESTIMATE FOR N26 W6030 AND MOFFY NEXT. WHILE WE WERE WAITING FOR A HF PHONE PATCH WITH OUR NY DISPATCHER FOR A FLT PLAN REANALYSIS, THE NY COMMERCIAL OPERATOR PATCHED THE NY OCEANIC CTLR THROUGH TO US. NY OCEANIC ATC TOLD US THE WAYPOINT WAS SUPPOSED TO BE N26 W6430 RATHER THEN THE N26 W6030 WE HAD BEEN ISSUED BY SJU CLRNC DELIVERY. NY OCEANIC ATC REQUESTED OUR POS (N24 40 W64) AND CLRED US DIRECT TO MOFFY. I SHOULD HAVE RECONFIRMED THE RTING WITH THE SJU RADAR OCEANIC CTLR. I SHOULD HAVE RECONFIRMED THE RTING WITH NY OCEANIC CTL THROUGH THE COMMERCIAL HF OPERATOR PRIOR TO REACHING GRANN AND ENTERING NY OCEANIC AIRSPACE. AT THE RISK OF SOUNDING BIASED OR CHAUVANISTIC, I HAVE TO SAY THAT THE SJU CERAP CTLR WORKING THE CLRNC DELIVERY POS AT THE TIME OF THIS EVENT WAS A FEMALE HISPANIC.

Data retrieved from NASA's ASRS site as of July 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.