Narrative:

Crew reported for overseas briefing on time. Briefing was well performed and included dispatch details and WX for destination eham. Current anc WX 180 degrees 10 KTS gusting to 16 KTS, 10 SM. Arrs on runway 14. Departures on runway 6L. Runway 6R closed. ATIS wind updated 140 degrees and 8 KTS. Inbound aircraft arrived slightly late on scheduled time. Outbound crew departed for aircraft and boarded as inbound crew disembarked 35 mins prior to scheduled departure. Inbound crew had logged a fluctuating pressurization problem. The maintenance manager informed the captain that a pressurization controller would be changed. Crew performed preflight tasks and INS/pms data was loaded. First officer was PF. Captain received the clearance and was confirmed by first officer. Knik 6, as filed, maintain 4000 ft. After loading pms, etc, ATIS was changed and wind 230 degrees and 7 KTS. Crew discussed performance and tailwind condition was unfavorable for runway 6L. Runway 14 was requested and ground control advised this was a noise sensitive runway. This seemed a moot point as runway 6L is also noise sensitive. Maximum allowable tailwind of 10 KTS for performance on runway 6L. Engines started following maintenance release and checklists. Advised that runway 32 would be available. Knik 6 SID departure from runway 32 setup and briefed. Flight engineer prepared takeoff data for runway 32 using 9000 general table due to runway work. During taxi, the tower changed runway to runway 6L. Taxi was non standard due to closures and men working. First officer picked up chart for SID and briefed a r-hand turn to 190 degree heading at 2000 ft. Arriving at taxiway H, clearance was given for takeoff, following a heavy jet. 2-3 aircraft behind ours in sequence waiting. Checklist completed and takeoff performed. Right turn in IMC conditions commenced at 2000 ft with handoff to departure control. Departure was normal with several heading turns to intercept J115 climbing to FL200 and proceed en route. 18 hours and 30 mins later, the captain awoke in the hotel in eham to find a facsimile under the door advising that the wrong SID had been flown in anc. Comments: our company flts are often cleared via a knik 6 or anc 3 SID. Commercial charts places both SID departures on the same sheet with the anc 3 SID as the facing SID in the manual. The pages are therefore front to back. Both SID's share common headings, etc. Example runway 32, 6 (left and right), 24 (left and right). It is unfortunate that this crew had to experience this situation. Changing winds, taxiway closures, construction and runway closuresecond officerpenings, busy noon time airport conditions and a short turn around time were all contributing factors along with maintenance and aircraft performance. Had anc tower permitted our flight to depart on runway 32 as we had planned and briefed prior to departing the blocks (runway 32 is also non noise sensitive), this event would never have happened. Although an anc 3 SID was flown there was no mention of conflicts or inconvenience to other aircraft. I question anc tower's objectives in not informing the crew immediately of the deviation. The situation would have been corrected immediately. The aircraft departed into IMC conditions against rapidly rising terrain and yet anc tower nor ATC departure control took the initiative to correct or query the flight path being flown. This non-action gives rise to doubt in the ATC system at anc and a lack of trust. Recently, anchorage control tower has been the topic of media television and has come under criticism from citizens concerned with the noise over the city. In light of the above situation, I did not consider it unusual that the anc 3 SID as briefed and flown would be inappropriate under the noise sensitivity conditions.

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Original NASA ASRS Text

Title: A B742 CREW DEPARTED ANC FLYING THE WRONG SID.

Narrative: CREW RPTED FOR OVERSEAS BRIEFING ON TIME. BRIEFING WAS WELL PERFORMED AND INCLUDED DISPATCH DETAILS AND WX FOR DEST EHAM. CURRENT ANC WX 180 DEGS 10 KTS GUSTING TO 16 KTS, 10 SM. ARRS ON RWY 14. DEPS ON RWY 6L. RWY 6R CLOSED. ATIS WIND UPDATED 140 DEGS AND 8 KTS. INBOUND ACFT ARRIVED SLIGHTLY LATE ON SCHEDULED TIME. OUTBOUND CREW DEPARTED FOR ACFT AND BOARDED AS INBOUND CREW DISEMBARKED 35 MINS PRIOR TO SCHEDULED DEP. INBOUND CREW HAD LOGGED A FLUCTUATING PRESSURIZATION PROB. THE MAINT MGR INFORMED THE CAPT THAT A PRESSURIZATION CTLR WOULD BE CHANGED. CREW PERFORMED PREFLT TASKS AND INS/PMS DATA WAS LOADED. FO WAS PF. CAPT RECEIVED THE CLRNC AND WAS CONFIRMED BY FO. KNIK 6, AS FILED, MAINTAIN 4000 FT. AFTER LOADING PMS, ETC, ATIS WAS CHANGED AND WIND 230 DEGS AND 7 KTS. CREW DISCUSSED PERFORMANCE AND TAILWIND CONDITION WAS UNFAVORABLE FOR RWY 6L. RWY 14 WAS REQUESTED AND GND CTL ADVISED THIS WAS A NOISE SENSITIVE RWY. THIS SEEMED A MOOT POINT AS RWY 6L IS ALSO NOISE SENSITIVE. MAX ALLOWABLE TAILWIND OF 10 KTS FOR PERFORMANCE ON RWY 6L. ENGS STARTED FOLLOWING MAINT RELEASE AND CHKLISTS. ADVISED THAT RWY 32 WOULD BE AVAILABLE. KNIK 6 SID DEP FROM RWY 32 SETUP AND BRIEFED. FE PREPARED TKOF DATA FOR RWY 32 USING 9000 GENERAL TABLE DUE TO RWY WORK. DURING TAXI, THE TWR CHANGED RWY TO RWY 6L. TAXI WAS NON STANDARD DUE TO CLOSURES AND MEN WORKING. FO PICKED UP CHART FOR SID AND BRIEFED A R-HAND TURN TO 190 DEG HDG AT 2000 FT. ARRIVING AT TXWY H, CLRNC WAS GIVEN FOR TKOF, FOLLOWING A HVY JET. 2-3 ACFT BEHIND OURS IN SEQUENCE WAITING. CHKLIST COMPLETED AND TKOF PERFORMED. R TURN IN IMC CONDITIONS COMMENCED AT 2000 FT WITH HDOF TO DEP CTL. DEP WAS NORMAL WITH SEVERAL HEADING TURNS TO INTERCEPT J115 CLBING TO FL200 AND PROCEED ENRTE. 18 HRS AND 30 MINS LATER, THE CAPT AWOKE IN THE HOTEL IN EHAM TO FIND A FAX UNDER THE DOOR ADVISING THAT THE WRONG SID HAD BEEN FLOWN IN ANC. COMMENTS: OUR COMPANY FLTS ARE OFTEN CLRED VIA A KNIK 6 OR ANC 3 SID. COMMERCIAL CHARTS PLACES BOTH SID DEPS ON THE SAME SHEET WITH THE ANC 3 SID AS THE FACING SID IN THE MANUAL. THE PAGES ARE THEREFORE FRONT TO BACK. BOTH SID'S SHARE COMMON HEADINGS, ETC. EXAMPLE RWY 32, 6 (L AND R), 24 (L AND R). IT IS UNFORTUNATE THAT THIS CREW HAD TO EXPERIENCE THIS SIT. CHANGING WINDS, TXWY CLOSURES, CONSTRUCTION AND RWY CLOSURES/OPENINGS, BUSY NOON TIME ARPT CONDITIONS AND A SHORT TURN AROUND TIME WERE ALL CONTRIBUTING FACTORS ALONG WITH MAINT AND ACFT PERFORMANCE. HAD ANC TWR PERMITTED OUR FLT TO DEPART ON RWY 32 AS WE HAD PLANNED AND BRIEFED PRIOR TO DEPARTING THE BLOCKS (RWY 32 IS ALSO NON NOISE SENSITIVE), THIS EVENT WOULD NEVER HAVE HAPPENED. ALTHOUGH AN ANC 3 SID WAS FLOWN THERE WAS NO MENTION OF CONFLICTS OR INCONVENIENCE TO OTHER ACFT. I QUESTION ANC TWR'S OBJECTIVES IN NOT INFORMING THE CREW IMMEDIATELY OF THE DEV. THE SIT WOULD HAVE BEEN CORRECTED IMMEDIATELY. THE ACFT DEPARTED INTO IMC CONDITIONS AGAINST RAPIDLY RISING TERRAIN AND YET ANC TWR NOR ATC DEP CTL TOOK THE INITIATIVE TO CORRECT OR QUERY THE FLT PATH BEING FLOWN. THIS NON-ACTION GIVES RISE TO DOUBT IN THE ATC SYS AT ANC AND A LACK OF TRUST. RECENTLY, ANCHORAGE CTL TWR HAS BEEN THE TOPIC OF MEDIA TELEVISION AND HAS COME UNDER CRITICISM FROM CITIZENS CONCERNED WITH THE NOISE OVER THE CITY. IN LIGHT OF THE ABOVE SIT, I DID NOT CONSIDER IT UNUSUAL THAT THE ANC 3 SID AS BRIEFED AND FLOWN WOULD BE INAPPROPRIATE UNDER THE NOISE SENSITIVITY CONDITIONS.

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.