Flight crew of an light transport used the wrong SID departure resulting in ATC intervening nd providing vectors for the balance of the SID routing in order to avoid a traffic conflict.

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Attributes
ACN	336538
Time
Date	199605
Day	Tue
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : sfo
State Reference	CA
Altitude	agl bound lower : 0 agl bound upper : 2000
Environment
Flight Conditions	Mixed
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : sfo tower : gsp
Operator	common carrier : air carrier
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 135
Flight Phase	climbout : intermediate altitude climbout : initial ground : preflight
Route In Use	departure other departure sid : sid
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	other other : other pilot : instrument pilot : atp
Experience	flight time last 90 days : 333 flight time total : 9433 flight time type : 5100
ASRS Report	336538
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : commercial pilot : instrument
Events
Anomaly	non adherence : published procedure non adherence : clearance 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	Pilot Deviation

Narrative:

First officer received a clearance from sfo clearance delivery to fat via 'shoreline 9' SID. Departing runways 28 requires a right turn as soon as possible to heading 040 degrees for radar vector to oak. During taxi, ground control issued the 'sfo 6' SID which requires a straight out departure from runways 28 for radar vector to oak. The captain was taxiing the aircraft. The first officer was performing the taxi and before takeoff checklists at the time the new clearance was received. The 'sfo 6' clearance was never written on the clearance sheet and flight instruments were not reset to the new heading. Radios were set properly as both sids use the same navaids and vector fixes. After takeoff, the first officer made a right turn to 040 degrees as per the 'shoreline 9' SID. ATC then asked if we were on the 'shoreline 9' departure and I confirmed we were. ATC then told us he showed the 'sfo 6' departure. We were confused, then recognized our error. ATC kept us on the 040 degree heading and provided vectors on course to oak VORTAC.

Original NASA ASRS Text

Title: FLC OF AN LTT USED THE WRONG SID DEP RESULTING IN ATC INTERVENING ND PROVIDING VECTORS FOR THE BAL OF THE SID ROUTING IN ORDER TO AVOID A TFC CONFLICT.

Narrative: FO RECEIVED A CLRNC FROM SFO CLRNC DELIVERY TO FAT VIA 'SHORELINE 9' SID. DEPARTING RWYS 28 REQUIRES A R TURN ASAP TO HDG 040 DEGS FOR RADAR VECTOR TO OAK. DURING TAXI, GND CTL ISSUED THE 'SFO 6' SID WHICH REQUIRES A STRAIGHT OUT DEP FROM RWYS 28 FOR RADAR VECTOR TO OAK. THE CAPT WAS TAXIING THE ACFT. THE FO WAS PERFORMING THE TAXI AND BEFORE TKOF CHKLISTS AT THE TIME THE NEW CLRNC WAS RECEIVED. THE 'SFO 6' CLRNC WAS NEVER WRITTEN ON THE CLRNC SHEET AND FLT INSTS WERE NOT RESET TO THE NEW HDG. RADIOS WERE SET PROPERLY AS BOTH SIDS USE THE SAME NAVAIDS AND VECTOR FIXES. AFTER TKOF, THE FO MADE A R TURN TO 040 DEGS AS PER THE 'SHORELINE 9' SID. ATC THEN ASKED IF WE WERE ON THE 'SHORELINE 9' DEP AND I CONFIRMED WE WERE. ATC THEN TOLD US HE SHOWED THE 'SFO 6' DEP. WE WERE CONFUSED, THEN RECOGNIZED OUR ERROR. ATC KEPT US ON THE 040 DEG HDG AND PROVIDED VECTORS ON COURSE TO OAK VORTAC.

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.