|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||atc facility : yfb|
|Altitude||msl bound lower : 35000|
msl bound upper : 35000
|Controlling Facilities||artcc : bggl|
|Operator||general aviation : instructional|
|Make Model Name||Widebody, Low Wing, 3 Turbojet Eng|
|Navigation In Use||Other|
|Flight Phase||cruise other|
|Route In Use||enroute : atlantic|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : atp|
|Experience||flight time last 90 days : 190|
flight time total : 14500
|Function||flight crew : first officer|
|Qualification||pilot : instrument|
pilot : commercial
|Anomaly||non adherence : clearance|
other spatial deviation
|Independent Detector||other controllera|
|Resolutory Action||none taken : detected after the fact|
|Consequence||faa : investigated|
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
Flight from ory/paris YF13/frobisher bay. Upon returning from a lav visit, I was informed by the first officer that we had been issued a reclrnc via HF radio. I was told the reclrnc was from 64n50w we were to fly directly to 64 north 60 west. Later gander radio claimed the clearance had been 64 north 50 west to 65 north 60 west. On both subsequent position reports before and reaching 64 north 50 west the next estimate for 64 north 60 west was included in our report but not corrected by ATC. The position report I gave at 64 north 60 west was read back to me as 65 north 60 west and I corrected them that I had said 64N 60W. Shortly after we were informed gander would be filing a gross navigation error on our ph. This was the second reclrnc issued to us on this flight which might have added confusion to the ATC system involving gander, iceland and scotland radio. I also believe it prudent that any HF communication, especially involving a clearance, should be monitored by 2 people--the flight engineer included if 1 of the pilots is unavailable.
Original NASA ASRS Text
Title: CHARTER WDB FAILED TO FOLLOW AMENDED CLRNC ROUTE CROSSING THE ATLANTIC FROM ORL TO YFB.
Narrative: FLT FROM ORY/PARIS YF13/FROBISHER BAY. UPON RETURNING FROM A LAV VISIT, I WAS INFORMED BY THE F/O THAT WE HAD BEEN ISSUED A RECLRNC VIA HF RADIO. I WAS TOLD THE RECLRNC WAS FROM 64N50W WE WERE TO FLY DIRECTLY TO 64 N 60 W. LATER GANDER RADIO CLAIMED THE CLRNC HAD BEEN 64 N 50 W TO 65 N 60 W. ON BOTH SUBSEQUENT POS RPTS BEFORE AND REACHING 64 N 50 W THE NEXT ESTIMATE FOR 64 N 60 W WAS INCLUDED IN OUR RPT BUT NOT CORRECTED BY ATC. THE POS RPT I GAVE AT 64 N 60 W WAS READ BACK TO ME AS 65 N 60 W AND I CORRECTED THEM THAT I HAD SAID 64N 60W. SHORTLY AFTER WE WERE INFORMED GANDER WOULD BE FILING A GROSS NAV ERROR ON OUR PH. THIS WAS THE SECOND RECLRNC ISSUED TO US ON THIS FLT WHICH MIGHT HAVE ADDED CONFUSION TO THE ATC SYS INVOLVING GANDER, ICELAND AND SCOTLAND RADIO. I ALSO BELIEVE IT PRUDENT THAT ANY HF COM, ESPECIALLY INVOLVING A CLRNC, SHOULD BE MONITORED BY 2 PEOPLE--THE FE INCLUDED IF 1 OF THE PLTS IS UNAVAILABLE.
Data retrieved from NASA's ASRS site as of August 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.