Cleared 'direct to runway 22L' while in VMC on an IFR flight plan to mhr, flight crew of H25B unilat...

Attributes
ACN	597821
Time
Date	200310
Day	Mon
Local Time Of Day	1801 To 2400
Place
Locale Reference	navaid : sac.vortac
State Reference	CA
Altitude	msl bound lower : 9000 msl bound upper : 14000
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Controlling Facilities	tracon : nct.tracon
Operator	general aviation : corporate
Make Model Name	BAe 125 Series 800
Operating Under FAR Part	Part 91
Navigation In Use	other other
Flight Phase	descent : approach descent : intermediate altitude
Route In Use	approach : visual arrival other
Flight Plan	IFR
Person 1
Affiliation	company : corporate
Function	flight crew : captain oversight : pic
Qualification	pilot : multi engine pilot : atp
Experience	flight time last 90 days : 100 flight time total : 4100 flight time type : 1500
ASRS Report	597821
Person 2
Affiliation	company : corporate
Function	flight crew : first officer
Events
Anomaly	non adherence : clearance other spatial deviation
Independent Detector	other controllera
Resolutory Action	controller : issued new clearance controller : issued advisory flight crew : returned to intended or assigned course
Consequence	faa : reviewed incident with flight crew
Supplementary
Problem Areas	Flight Crew Human Performance Aircraft ATC Human Performance
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

How the problem arose: on descent into the sacramento (mhr) airfield, we were preparing for the visual to runway 22L (backed up by GPS/localizer/GS). I (PF) selected the FMS to fly direct to the final approach fix (FAF) 'gadbe.' a 3 degree right turn from our present location and present track to runway 22L, our last assigned direct to ATC clearance. Passing through 13000 ft for 9000 ft norcal approach controller asked us to confirm our track. I stated honestly that although I was previously cleared direct to runway 22L and being IFR and not VFR on this particular portion of the flight, I opted in the interest of safety to fly direct to gadbe. Not seeing an issue with this, as 'gadbe' was only 5 NM from runway 22L. Norcal approach reclred us to level at 12000 ft for a min before descending onto the visual for runway 22L (which we did) and the controller stated that for their planning purposes and coordination with lower altitude controllers, that we advise them of these actions (deviation from waypoint 'cleared to'). As small as it may be or it may seem, in the future. Contributing factors: the failure of the PF to properly advise the controller of our actions and receive a newly revised direct to clearance to runway 22L via 'gadbe.' the complacency of the PF to assume that a direct to 'gadbe' without controller notification was acceptable, and without possible conflicts. How it was discovered: controller's questioning as to our IFR not VFR status.

Original NASA ASRS Text

Title: CLRED 'DIRECT TO RWY 22L' WHILE IN VMC ON AN IFR FLT PLAN TO MHR, FLT CREW OF H25B UNILATERALLY DETERMINED IT WAS OK TO GO DIRECT TO THE FAF INSTEAD, WERE CHASTISE BY NCT APCH CTLR FOR RESULTING TRACK DEV.

Narrative: HOW THE PROB AROSE: ON DSCNT INTO THE SACRAMENTO (MHR) AIRFIELD, WE WERE PREPARING FOR THE VISUAL TO RWY 22L (BACKED UP BY GPS/LOC/GS). I (PF) SELECTED THE FMS TO FLY DIRECT TO THE FINAL APCH FIX (FAF) 'GADBE.' A 3 DEG R TURN FROM OUR PRESENT LOCATION AND PRESENT TRACK TO RWY 22L, OUR LAST ASSIGNED DIRECT TO ATC CLRNC. PASSING THROUGH 13000 FT FOR 9000 FT NORCAL APCH CTLR ASKED US TO CONFIRM OUR TRACK. I STATED HONESTLY THAT ALTHOUGH I WAS PREVIOUSLY CLRED DIRECT TO RWY 22L AND BEING IFR AND NOT VFR ON THIS PARTICULAR PORTION OF THE FLT, I OPTED IN THE INTEREST OF SAFETY TO FLY DIRECT TO GADBE. NOT SEEING AN ISSUE WITH THIS, AS 'GADBE' WAS ONLY 5 NM FROM RWY 22L. NORCAL APCH RECLRED US TO LEVEL AT 12000 FT FOR A MIN BEFORE DSNDING ONTO THE VISUAL FOR RWY 22L (WHICH WE DID) AND THE CTLR STATED THAT FOR THEIR PLANNING PURPOSES AND COORD WITH LOWER ALT CTLRS, THAT WE ADVISE THEM OF THESE ACTIONS (DEV FROM WAYPOINT 'CLRED TO'). AS SMALL AS IT MAY BE OR IT MAY SEEM, IN THE FUTURE. CONTRIBUTING FACTORS: THE FAILURE OF THE PF TO PROPERLY ADVISE THE CTLR OF OUR ACTIONS AND RECEIVE A NEWLY REVISED DIRECT TO CLRNC TO RWY 22L VIA 'GADBE.' THE COMPLACENCY OF THE PF TO ASSUME THAT A DIRECT TO 'GADBE' WITHOUT CTLR NOTIFICATION WAS ACCEPTABLE, AND WITHOUT POSSIBLE CONFLICTS. HOW IT WAS DISCOVERED: CTLR'S QUESTIONING AS TO OUR IFR NOT VFR STATUS.

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.

Cleared 'direct to runway 22L' while in VMC on an IFR flight plan to mhr, flight crew of H25B unilaterally determined it was ok to go direct to the FAF instead, were chastise by nct approach controller for resulting track deviation.