Narrative:

The FMC was automatic-uploaded with route #XXX. Subsequently, when the route check was begun the cockpit was given the fuel slip and I noticed that the boarded fuel was significantly less than what the dispatch release had authorized for gate fuel. (Gate fuel 29.6, fuel slip 25.3.) while the additional fueling was going on, our 'perf init' numbers and respective speeds were uploaded to the FMC. I asked if the FBO showed the new or old fuel amount, as the difference was significant (approximately 4300 pounds). The operations agent could not immediately show me the FBO paperwork and stated that since we have a printer we will find out and wanted to close the door. I wanted to see the paperwork prior to closing the door since I knew that the upload of the 'perf init' could not have occurred until it was generated. He shuffled through some papers and reached into his pocket and found it, which reflected the dispatched fuel of 29.5 pounds. I called for the 'through flight checklist,' which was accomplished with the new fuel slip and the main cabin door was closed and we began the 'before engine start' checklist. All further activities were normal. Prior to reaching the targa intersection, bda control advised that radar service was terminated and to contact new york radio. We contacted new york radio with a position report over targa at XB13Z in the appropriate format with berg intersection as our next reporting point followed by owenz intersection. Upon hearing the operator response about berg being the next reporting point, I immediately remembered that we had not finished the route check and typed flann in the FMC scratch pad and went direct to flann. As we had just crossed targa (the waypoint 'STAR' for targa was immediately behind the aircraft apex in the map display but still within the triangle) I started to discuss with the first officer about the recent memo on the bda routing and the need to give new york radio an estimate for flann when we received a SELCAL from new york radio with an ATC clearance to proceed direct to flann, then direct to berg. We acknowledged the clearance with a flann estimate. Approximately 5-7 mins later, we received another SELCAL from new york radio requesting a phone patch from new york oceanic control. The ATC controller wanted to inquire if we were aware of the problems that new york was having with our flts from bda and the FMC upload routing glitch. I responded that the company has given us pilot information bulletins and that we were proceeding in accordance with the ATC clearance and flight plan. Later on in the flight, at some point after being in radar contact with new york ARTCC, we were asked to call new york ARTCC at the following number and ask to speak to X. I did so after arrival at the terminal but was informed that X was not available at that time and to try around XA00 local time. Upon reaching my home, I called and spoke with X. I explained what had happened and that the flight was always within the confines of the airway and that we had corrected to airway prior to the 'cleared direct flann' clearance. I explained the questioning tone of the new york radio operator during our targa position report had alerted me to the route problem. X informed me that a 'pilot deviation' report was filed with quality assurance manager and that a copy goes to the FSDO. He indicated that he would include my verbal comments from the telephone conversation in the report. He inquired of me if the company was doing anything 'to fix the boxes.' I responded that I only knew of the bulletin to the pilots.

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Original NASA ASRS Text

Title: B737 CREW HAD TRACK DEV.

Narrative: THE FMC WAS AUTO-UPLOADED WITH RTE #XXX. SUBSEQUENTLY, WHEN THE RTE CHK WAS BEGUN THE COCKPIT WAS GIVEN THE FUEL SLIP AND I NOTICED THAT THE BOARDED FUEL WAS SIGNIFICANTLY LESS THAN WHAT THE DISPATCH RELEASE HAD AUTHORIZED FOR GATE FUEL. (GATE FUEL 29.6, FUEL SLIP 25.3.) WHILE THE ADDITIONAL FUELING WAS GOING ON, OUR 'PERF INIT' NUMBERS AND RESPECTIVE SPDS WERE UPLOADED TO THE FMC. I ASKED IF THE FBO SHOWED THE NEW OR OLD FUEL AMOUNT, AS THE DIFFERENCE WAS SIGNIFICANT (APPROX 4300 LBS). THE OPS AGENT COULD NOT IMMEDIATELY SHOW ME THE FBO PAPERWORK AND STATED THAT SINCE WE HAVE A PRINTER WE WILL FIND OUT AND WANTED TO CLOSE THE DOOR. I WANTED TO SEE THE PAPERWORK PRIOR TO CLOSING THE DOOR SINCE I KNEW THAT THE UPLOAD OF THE 'PERF INIT' COULD NOT HAVE OCCURRED UNTIL IT WAS GENERATED. HE SHUFFLED THROUGH SOME PAPERS AND REACHED INTO HIS POCKET AND FOUND IT, WHICH REFLECTED THE DISPATCHED FUEL OF 29.5 LBS. I CALLED FOR THE 'THROUGH FLT CHKLIST,' WHICH WAS ACCOMPLISHED WITH THE NEW FUEL SLIP AND THE MAIN CABIN DOOR WAS CLOSED AND WE BEGAN THE 'BEFORE ENG START' CHKLIST. ALL FURTHER ACTIVITIES WERE NORMAL. PRIOR TO REACHING THE TARGA INTXN, BDA CTL ADVISED THAT RADAR SVC WAS TERMINATED AND TO CONTACT NEW YORK RADIO. WE CONTACTED NEW YORK RADIO WITH A POS RPT OVER TARGA AT XB13Z IN THE APPROPRIATE FORMAT WITH BERG INTXN AS OUR NEXT RPTING POINT FOLLOWED BY OWENZ INTXN. UPON HEARING THE OPERATOR RESPONSE ABOUT BERG BEING THE NEXT RPTING POINT, I IMMEDIATELY REMEMBERED THAT WE HAD NOT FINISHED THE RTE CHK AND TYPED FLANN IN THE FMC SCRATCH PAD AND WENT DIRECT TO FLANN. AS WE HAD JUST CROSSED TARGA (THE WAYPOINT 'STAR' FOR TARGA WAS IMMEDIATELY BEHIND THE ACFT APEX IN THE MAP DISPLAY BUT STILL WITHIN THE TRIANGLE) I STARTED TO DISCUSS WITH THE FO ABOUT THE RECENT MEMO ON THE BDA ROUTING AND THE NEED TO GIVE NEW YORK RADIO AN ESTIMATE FOR FLANN WHEN WE RECEIVED A SELCAL FROM NEW YORK RADIO WITH AN ATC CLRNC TO PROCEED DIRECT TO FLANN, THEN DIRECT TO BERG. WE ACKNOWLEDGED THE CLRNC WITH A FLANN ESTIMATE. APPROX 5-7 MINS LATER, WE RECEIVED ANOTHER SELCAL FROM NEW YORK RADIO REQUESTING A PHONE PATCH FROM NEW YORK OCEANIC CTL. THE ATC CTLR WANTED TO INQUIRE IF WE WERE AWARE OF THE PROBS THAT NEW YORK WAS HAVING WITH OUR FLTS FROM BDA AND THE FMC UPLOAD ROUTING GLITCH. I RESPONDED THAT THE COMPANY HAS GIVEN US PLT INFO BULLETINS AND THAT WE WERE PROCEEDING IN ACCORDANCE WITH THE ATC CLRNC AND FLT PLAN. LATER ON IN THE FLT, AT SOME POINT AFTER BEING IN RADAR CONTACT WITH NEW YORK ARTCC, WE WERE ASKED TO CALL NEW YORK ARTCC AT THE FOLLOWING NUMBER AND ASK TO SPEAK TO X. I DID SO AFTER ARR AT THE TERMINAL BUT WAS INFORMED THAT X WAS NOT AVAILABLE AT THAT TIME AND TO TRY AROUND XA00 LCL TIME. UPON REACHING MY HOME, I CALLED AND SPOKE WITH X. I EXPLAINED WHAT HAD HAPPENED AND THAT THE FLT WAS ALWAYS WITHIN THE CONFINES OF THE AIRWAY AND THAT WE HAD CORRECTED TO AIRWAY PRIOR TO THE 'CLRED DIRECT FLANN' CLRNC. I EXPLAINED THE QUESTIONING TONE OF THE NEW YORK RADIO OPERATOR DURING OUR TARGA POS RPT HAD ALERTED ME TO THE RTE PROB. X INFORMED ME THAT A 'PLTDEV' RPT WAS FILED WITH QUALITY ASSURANCE MGR AND THAT A COPY GOES TO THE FSDO. HE INDICATED THAT HE WOULD INCLUDE MY VERBAL COMMENTS FROM THE TELEPHONE CONVERSATION IN THE RPT. HE INQUIRED OF ME IF THE COMPANY WAS DOING ANYTHING 'TO FIX THE BOXES.' I RESPONDED THAT I ONLY KNEW OF THE BULLETIN TO THE PLTS.

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.