Narrative:

I was aware of previous crew errors connecting the SID and STAR from slc to ZZZ in the FMS; from a classroom discussion during initial training and a discussion with a captain who had deviated from the SID in the past. I; however; had never flown the route from slc to ZZZ. I mentioned the problem to the captain on the flight into slc; he had never heard of the issue. We were late departing on the previous leg due to ATC flow and the slc turn was rushed and the load was very light. I immediately was aware that the route on the clearance was the problem route previously discussed. I put the ksino transition on the SID from the second page and put the ZZZ STAR in but had not yet put the STAR transition in; noticing that it would require points to be removed. Without the transition; the FMS did not put luxor in; which I noticed. The captain came back from topside and at the same time the passengers were loaded. The door closed and ground said they were ready for push. I was not ready to go and had only loaded the incomplete route at this point. I tried to slow down the pace and told the captain the situation with the clearance. He proceeded to 'repress' the STAR and SID options and chose a STAR transition and then connected the points on the legs page. We discussed the points in detail referring to the SID and STAR pages. I had previously pressed the ksino SID transition and I was unaware that he inadvertently connected wevic to the 'other ksino' on the STAR resulting in the omission of the rest of the SID routing after wevic. We did not go line-by-line again after the last change. I completed the rest of my duties and we pushed back. I was the pilot flying this leg and once I departed wevic the aircraft turned approximately 20 degrees right and I simultaneously looked at the legs page and it said 240 NM to ksino as the next point. I immediately vocalized it and stated that it was incorrect and asked the captain to request a vector to the next point on the STAR so we could then go heads down and put the correct departure in. He queried ATC; stating 'understand we are cleared direct ksino?' they informed him; 'negative; you were cleared the wevic departure' and then informed him we were west of course. They then gave him clearance 'direct to urnuw. Continue the WEVIC1.' there was no other discussion with ATC and the points were corrected in the FMS. The rest of the flight was uneventful. The emphasis to check the FMS points against the clearance has been emphasized recently in a bulletin; however; this particular 'nonstandard' route has historically caused confusion. Our situational awareness was worsened by the fact that we were in an older B737 without glass. It should be made a standard route or emphasized in the actual ACARS clearance and on the flight plan. Even though I had attempted to break the error chain; several factors still prevented me from being successful: 1) rushed turn. 2) not going line-by-line after the last change to the FMS. 3) duplicated job duties; the captain should have directed me to make the changes as opposed to him doing it himself and me being unaware of the omission and then we should have gone line-by-line again. 4) we should have immediately asked for a vector instead of querying ATC. 5) lack of actual experience on this specific route. 6) confusing clearance with no STAR transition stated.

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Original NASA ASRS Text

Title: B737 flight crew reports track deviation departing SLC for ZZZ due to errors connecting the WEVIC1 KSINO departure with the STAR for the relatively close destination airport.

Narrative: I was aware of previous crew errors connecting the SID and STAR from SLC to ZZZ in the FMS; from a classroom discussion during initial training and a discussion with a Captain who had deviated from the SID in the past. I; however; had never flown the route from SLC to ZZZ. I mentioned the problem to the Captain on the flight into SLC; he had never heard of the issue. We were late departing on the previous leg due to ATC flow and the SLC turn was rushed and the load was very light. I immediately was aware that the route on the clearance was the problem route previously discussed. I put the KSINO transition on the SID from the second page and put the ZZZ STAR in but had not yet put the STAR transition in; noticing that it would require points to be removed. Without the transition; the FMS did not put LUXOR in; which I noticed. The Captain came back from topside and at the same time the passengers were loaded. The door closed and Ground said they were ready for push. I was not ready to go and had only loaded the incomplete route at this point. I tried to slow down the pace and told the Captain the situation with the clearance. He proceeded to 'repress' the STAR and SID options and chose a STAR transition and then connected the points on the LEGS page. We discussed the points in detail referring to the SID and STAR pages. I had previously pressed the KSINO SID transition and I was unaware that he inadvertently connected WEVIC to the 'other KSINO' on the STAR resulting in the omission of the rest of the SID routing after WEVIC. We did not go line-by-line again after the last change. I completed the rest of my duties and we pushed back. I was the Pilot Flying this leg and once I departed WEVIC the aircraft turned approximately 20 degrees right and I simultaneously looked at the LEGS page and it said 240 NM to KSINO as the next point. I immediately vocalized it and stated that it was incorrect and asked the Captain to request a vector to the next point on the STAR so we could then go heads down and put the correct departure in. He queried ATC; stating 'Understand we are cleared direct KSINO?' They informed him; 'Negative; you were cleared the WEVIC departure' and then informed him we were west of course. They then gave him clearance 'Direct to URNUW. Continue the WEVIC1.' There was no other discussion with ATC and the points were corrected in the FMS. The rest of the flight was uneventful. The emphasis to check the FMS points against the clearance has been emphasized recently in a bulletin; however; this particular 'nonstandard' route has historically caused confusion. Our situational awareness was worsened by the fact that we were in an older B737 without glass. It should be made a standard route or emphasized in the actual ACARS clearance and on the flight plan. Even though I had attempted to break the error chain; several factors still prevented me from being successful: 1) Rushed turn. 2) Not going line-by-line after the last change to the FMS. 3) Duplicated job duties; the Captain should have directed me to make the changes as opposed to him doing it himself and me being unaware of the omission and then we should have gone line-by-line again. 4) We should have immediately asked for a vector instead of querying ATC. 5) Lack of actual experience on this specific route. 6) Confusing clearance with no STAR transition stated.

Data retrieved from NASA's ASRS site as of April 2012 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.