Narrative:

Our flight was a short hop from sba to bur at 11000 ft MSL. We had obtained a tower to tower en route clearance while in sba, that clearance being to be vectored to fim, then a fernando 5 STAR into burbank. The fernando 5 has 2 VOR radials from fim to van nuys VOR. One is the 97 degree radial, the other is the fim 136 to intercept the burbank localizer. We were flying at a high speed at 10000 ft and, when asked by the pilot flying which way to go to vny, I looked at the depiction, saw the 97 degree radial going straight to vny VOR and told him to take it outbound. I should have the written description of the routing to bur and I would have seen where it said for us to go outbound on the fim 136 degree radial. The air traffic controller asked us if we were in the turn shortly after we passed fim VOR and I told him we were outbound on the 97 degree radial. He gave us a vector to 120 degrees to intercept the burbank localizer. After landing we were asked to call socal approach. This embarrassing scenario came about because we were in way too big of a hurry and we didn't follow good procedures on the ground at santa barbara. We should have read the fernando arrival before even taking off. I've been flying long enough to know that when I start feeling hurried, as we were this day, red flags should go up in my mind and tell me simply to 'slow down.' in simulator training, I always make a point of reading both departure and arrival sequences for short flts, and I should have done that this time.

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Original NASA ASRS Text

Title: FLC OF A GULFSTREAM, G1159 FAILED TO FOLLOW THE ARR SID TRACK RESULTING IN ATC INTERVENTION AND ISSUING A VECTOR TO ON COURSE.

Narrative: OUR FLT WAS A SHORT HOP FROM SBA TO BUR AT 11000 FT MSL. WE HAD OBTAINED A TWR TO TWR ENRTE CLRNC WHILE IN SBA, THAT CLRNC BEING TO BE VECTORED TO FIM, THEN A FERNANDO 5 STAR INTO BURBANK. THE FERNANDO 5 HAS 2 VOR RADIALS FROM FIM TO VAN NUYS VOR. ONE IS THE 97 DEG RADIAL, THE OTHER IS THE FIM 136 TO INTERCEPT THE BURBANK LOC. WE WERE FLYING AT A HIGH SPD AT 10000 FT AND, WHEN ASKED BY THE PLT FLYING WHICH WAY TO GO TO VNY, I LOOKED AT THE DEPICTION, SAW THE 97 DEG RADIAL GOING STRAIGHT TO VNY VOR AND TOLD HIM TO TAKE IT OUTBOUND. I SHOULD HAVE THE WRITTEN DESCRIPTION OF THE ROUTING TO BUR AND I WOULD HAVE SEEN WHERE IT SAID FOR US TO GO OUTBOUND ON THE FIM 136 DEG RADIAL. THE AIR TFC CTLR ASKED US IF WE WERE IN THE TURN SHORTLY AFTER WE PASSED FIM VOR AND I TOLD HIM WE WERE OUTBOUND ON THE 97 DEG RADIAL. HE GAVE US A VECTOR TO 120 DEGS TO INTERCEPT THE BURBANK LOC. AFTER LNDG WE WERE ASKED TO CALL SOCAL APCH. THIS EMBARRASSING SCENARIO CAME ABOUT BECAUSE WE WERE IN WAY TOO BIG OF A HURRY AND WE DIDN'T FOLLOW GOOD PROCS ON THE GND AT SANTA BARBARA. WE SHOULD HAVE READ THE FERNANDO ARR BEFORE EVEN TAKING OFF. I'VE BEEN FLYING LONG ENOUGH TO KNOW THAT WHEN I START FEELING HURRIED, AS WE WERE THIS DAY, RED FLAGS SHOULD GO UP IN MY MIND AND TELL ME SIMPLY TO 'SLOW DOWN.' IN SIMULATOR TRAINING, I ALWAYS MAKE A POINT OF READING BOTH DEP AND ARR SEQUENCES FOR SHORT FLTS, AND I SHOULD HAVE DONE THAT THIS TIME.

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.