Narrative:

The flight was from oak to dal to bna, in an HS125-800. The dal stop was a quick turn for fuel and to pick up passenger. My first officer took care of the checklist and clearance (which included a SID), while I took care of fueling and payment inside the FBO. We started up and taxied out for a short taxi to the active runway. I asked my first officer what the clearance was and he told me the clearance which included the SID, which I then asked him to read to me. My first officer proceeded to read to me the turboprop departure instructions instead of the turbojet instructions. We stopped in the runup area and I asked to see the SID. I was flying so my first officer placed the SID on his left leg and pointed to the text for our departure. I did not see that he was pointing to the turboprop section instead of the turbojet's. My first officer told me that he may have even had his thumb covering the text that would have said 'for turbojets.' the turbojet departure was to fly runway heading to 5000 ft. The turboprop departure was to turn left about 30 degrees and climb to 2000 ft. We took off and proceeded to do the wrong departure procedure. Once airborne and level at 2000 ft (on the wrong heading) we got a hold of ATC (the frequency was congested). They pointed out our error and corrected it. After overnighting in nashville, we did the reverse trip back. Dal ground asked us if we knew of the error that was made the previous day and explained to us again what the problem had been. I asked if there was a phone number that should be called and they said 'no.' I thought the matter was closed until I got a phone call from a dallas geographic operations inspector. The inspector told me that ATC had notified his office of the error and that administrative action will be taken which will result in a warning letter to me. The inspector also told me that this particular departure SID has had a lot of similar errors made and that they are in the process of taking out the turboprop portion altogether. What I learned from this, is to take information/instructions physically in my hands, so that a more accurate doublechk is made. This way, misinterps are less likely to happen. Other contributing factors were that this was my first officer's first trip on line with this company. His backgnd was as a king air (turboprop) instructor and about 55 hours in a citation jet. It was basically his first real jet job and very programmed to thinking about turboprops, not jets.

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Original NASA ASRS Text

Title: H25B CREW HAD TRACK DEV ON DEP SID AT DAL.

Narrative: THE FLT WAS FROM OAK TO DAL TO BNA, IN AN HS125-800. THE DAL STOP WAS A QUICK TURN FOR FUEL AND TO PICK UP PAX. MY FO TOOK CARE OF THE CHKLIST AND CLRNC (WHICH INCLUDED A SID), WHILE I TOOK CARE OF FUELING AND PAYMENT INSIDE THE FBO. WE STARTED UP AND TAXIED OUT FOR A SHORT TAXI TO THE ACTIVE RWY. I ASKED MY FO WHAT THE CLRNC WAS AND HE TOLD ME THE CLRNC WHICH INCLUDED THE SID, WHICH I THEN ASKED HIM TO READ TO ME. MY FO PROCEEDED TO READ TO ME THE TURBOPROP DEP INSTRUCTIONS INSTEAD OF THE TURBOJET INSTRUCTIONS. WE STOPPED IN THE RUNUP AREA AND I ASKED TO SEE THE SID. I WAS FLYING SO MY FO PLACED THE SID ON HIS L LEG AND POINTED TO THE TEXT FOR OUR DEP. I DID NOT SEE THAT HE WAS POINTING TO THE TURBOPROP SECTION INSTEAD OF THE TURBOJET'S. MY FO TOLD ME THAT HE MAY HAVE EVEN HAD HIS THUMB COVERING THE TEXT THAT WOULD HAVE SAID 'FOR TURBOJETS.' THE TURBOJET DEP WAS TO FLY RWY HDG TO 5000 FT. THE TURBOPROP DEP WAS TO TURN L ABOUT 30 DEGS AND CLB TO 2000 FT. WE TOOK OFF AND PROCEEDED TO DO THE WRONG DEP PROC. ONCE AIRBORNE AND LEVEL AT 2000 FT (ON THE WRONG HDG) WE GOT A HOLD OF ATC (THE FREQ WAS CONGESTED). THEY POINTED OUT OUR ERROR AND CORRECTED IT. AFTER OVERNIGHTING IN NASHVILLE, WE DID THE REVERSE TRIP BACK. DAL GND ASKED US IF WE KNEW OF THE ERROR THAT WAS MADE THE PREVIOUS DAY AND EXPLAINED TO US AGAIN WHAT THE PROB HAD BEEN. I ASKED IF THERE WAS A PHONE NUMBER THAT SHOULD BE CALLED AND THEY SAID 'NO.' I THOUGHT THE MATTER WAS CLOSED UNTIL I GOT A PHONE CALL FROM A DALLAS GEOGRAPHIC OPS INSPECTOR. THE INSPECTOR TOLD ME THAT ATC HAD NOTIFIED HIS OFFICE OF THE ERROR AND THAT ADMINISTRATIVE ACTION WILL BE TAKEN WHICH WILL RESULT IN A WARNING LETTER TO ME. THE INSPECTOR ALSO TOLD ME THAT THIS PARTICULAR DEP SID HAS HAD A LOT OF SIMILAR ERRORS MADE AND THAT THEY ARE IN THE PROCESS OF TAKING OUT THE TURBOPROP PORTION ALTOGETHER. WHAT I LEARNED FROM THIS, IS TO TAKE INFO/INSTRUCTIONS PHYSICALLY IN MY HANDS, SO THAT A MORE ACCURATE DOUBLECHK IS MADE. THIS WAY, MISINTERPS ARE LESS LIKELY TO HAPPEN. OTHER CONTRIBUTING FACTORS WERE THAT THIS WAS MY FO'S FIRST TRIP ON LINE WITH THIS COMPANY. HIS BACKGND WAS AS A KING AIR (TURBOPROP) INSTRUCTOR AND ABOUT 55 HRS IN A CITATION JET. IT WAS BASICALLY HIS FIRST REAL JET JOB AND VERY PROGRAMMED TO THINKING ABOUT TURBOPROPS, NOT JETS.

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.