Narrative:

Departed from unk (unalakleet) airport, following the IFR departure which is to fly outbound on the R-269 of unk VOR, then on course, to cross the VOR above 300 ft. Due to the gusty winds and marginal runway conditions, I elected to do the takeoff, and then let the first officer complete the flight. Prior to takeoff we had discussed the departure and what we do in the event of an emergency. Due to the mountainous terrain east of the airport, it is necessary to proceed west, over the ocean to maneuver as necessary for the departure. After takeoff from runway 14, I turned right to intercept the R-269 unk. Upon completing the climb checklist, I let the first officer take the aircraft, at which time he stated that we were out of 3000 turning direct to the VOR. I corrected him and told him to intercept and track the R-269. First officer continued outbound until FL210, at which time we reversed course to proceed east as cleared to anc (anchorage, ak). Upon discussing the event, we both decided that I didn't make myself clear as to how I wanted him to complete the departure procedure. We were both tired from flying all day and should have been more attentive to possible errors. In the future I will be more explicit as to the actions necessary/expected from the PNF during critical flight phases. Whenever PNF takes the controls from the PF, he should be briefed and understand what is going on at that moment -- especially since the PNF may be out of the loop, as in this case, doing climb checklists.

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Original NASA ASRS Text

Title: FO FLYING MADE WRONG TURN DEPARTING UNK, AK. CAPT CORRECTED BACK ON COURSE.

Narrative: DEPARTED FROM UNK (UNALAKLEET) ARPT, FOLLOWING THE IFR DEP WHICH IS TO FLY OUTBOUND ON THE R-269 OF UNK VOR, THEN ON COURSE, TO CROSS THE VOR ABOVE 300 FT. DUE TO THE GUSTY WINDS AND MARGINAL RWY CONDITIONS, I ELECTED TO DO THE TKOF, AND THEN LET THE FO COMPLETE THE FLT. PRIOR TO TKOF WE HAD DISCUSSED THE DEP AND WHAT WE DO IN THE EVENT OF AN EMER. DUE TO THE MOUNTAINOUS TERRAIN E OF THE ARPT, IT IS NECESSARY TO PROCEED W, OVER THE OCEAN TO MANEUVER AS NECESSARY FOR THE DEP. AFTER TKOF FROM RWY 14, I TURNED R TO INTERCEPT THE R-269 UNK. UPON COMPLETING THE CLB CHKLIST, I LET THE FO TAKE THE ACFT, AT WHICH TIME HE STATED THAT WE WERE OUT OF 3000 TURNING DIRECT TO THE VOR. I CORRECTED HIM AND TOLD HIM TO INTERCEPT AND TRACK THE R-269. FO CONTINUED OUTBOUND UNTIL FL210, AT WHICH TIME WE REVERSED COURSE TO PROCEED E AS CLRED TO ANC (ANCHORAGE, AK). UPON DISCUSSING THE EVENT, WE BOTH DECIDED THAT I DIDN'T MAKE MYSELF CLR AS TO HOW I WANTED HIM TO COMPLETE THE DEP PROC. WE WERE BOTH TIRED FROM FLYING ALL DAY AND SHOULD HAVE BEEN MORE ATTENTIVE TO POSSIBLE ERRORS. IN THE FUTURE I WILL BE MORE EXPLICIT AS TO THE ACTIONS NECESSARY/EXPECTED FROM THE PNF DURING CRITICAL FLT PHASES. WHENEVER PNF TAKES THE CTLS FROM THE PF, HE SHOULD BE BRIEFED AND UNDERSTAND WHAT IS GOING ON AT THAT MOMENT -- ESPECIALLY SINCE THE PNF MAY BE OUT OF THE LOOP, AS IN THIS CASE, DOING CLB CHKLISTS.

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.