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forgiving hearts, they cleared me to 17,000.
Fatigue, a dash of distraction, and I was the April Fool.
Thanks to a busy ATC for being on the ball and keeping
me out of trouble.
Airbus A-300 electrical failure attributed to an APU overload
Conflicting graphic and narrative for a Colorado SID
Gulfstream III equipment failure due to failed electrical relay
ATR-42 engine fire following ground propeller reversal
Misunderstanding of clearances and instructions is a
common problem for English-speaking crews operating in
countries where English is not the native language, as
another Captain reports:
n  After departing the gate at Zurich, we received an
entire new clearance SID. We verified the new routing and
manually loaded the new flight plan. We were given the
ZURICH 5E SID. We were told [to fly to] the ZURICH
EAST VOR, out to TANGO, climb to FL080 [8,000 ft].
The crew apparently started to follow these instructions,
turning north toward TANGO after the VOR. Then…
The Controller gave us a vector, and said we were
supposed to go to ALAGO, then TANGO [that is, further
east before turning north]. What he had really said [in the
new clearance] was, “ZURICH, ALAGO, TANGO,” not
“ZURICH, and out to TANGO.”
The clearance as the crew understood it was not in
accordance with the published procedure, which should
have been a heads-up to question ATC about the
instructions. Following the incorrect headings,
particularly in IMC, could have put the flight at an unsafe
altitude in this mountainous terrain.
U.S. flight crews operating outside the country often face
a number of different operating procedures. A frequent
subject of ASRS reports involving foreign locations is the
misreading of arrival or departure procedures, especially
when the chart depictions are similar. An example
reported to ASRS is the similarity between four SIDs for
Frankfurt, Germany. Although the names and numbers
of the SIDs have changed since the following report was
submitted, the issue is still relevant. Here, the Captain
of a widebody jet made the assumption that the two
Runway 7 SIDs would have the same ground track, just as
the two Runway 25 SIDs did.
n  We were flight-planned for the NAPIT 3G departure
[for Runway 25]. Prior to taxi out, the wind shifted in
favor of Runway 7, so we were cleared for the NAPIT 3D.
The First Officer loaded the NAPIT 3E SID. I noticed
this, reviewed the SID, and saw the note about the “D”
designation being for heavy aircraft. I did not see the
verbal description for the NAPIT 3D… I thought the
ground track for the SIDs was the same. We took off and
flew the NAPIT 3E.
After turning north at 1.5 DME, Departure Control asked
if we had started our turn. We replied affirmative, and he
immediately gave us clearance [further east]… We were
then given a heading to intercept and continue the 3D SID.
I had flown the NAPIT 3G many times, and…there is no
difference in the ground track from the NAPIT 3F, so I did
not look closely enough at the plate for the difference
[between the 3D and 3E SIDs].
SID Issues in International Flights
Last Tango in Zurich
Since the SID graphic and accompanying descriptive text
may not be on the same page, thorough review of charts
and their related text is the best defense against
deviations from published departure procedures.
The Transition Altitude Challenge
Outside North America, the altitude at which pilots
transition from indicated altitude to pressure altitude is
variable. Above this Transition Altitude, the term “Flight
Level” (FL) is used. In most of Europe, the Transition
Altitude is between 4,000 and 6,000 feet MSL, but in
some areas, it ranges from as low as 3,000 to as high as
7,000 feet.
In the following report from an air carrier First Officer on
a European flight, the unfamiliar, nonstandard Transition
Altitude added to the distractions of an inexperienced
crew attempting a very complicated departure procedure.
n  This SID is no problem for a glass cockpit, but requires
a lot of support on [this non-glass aircraft]. Takeoff
Runway 24, track 240 degrees to 3.8 nm on VOR #1, turn
left to 226 degrees, track to intercept a radial outbound on
VOR #2 to 19 nm, to begin turn just prior to ADF #1,
passing abeam of it above 3,000 feet, to intercept and track
out the 331 degree radial of ADF #1 until intercepting and
tracking outbound of VOR #3, contacting Departure
Control at 2,000 feet, transition altitude of 3,000 feet,
climb limit of FL060.
　
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