Flight crew reported they navigated direct to the wrong fix during initial climb and received a terrain warning from ATC.
Synopsis
Flight crew reported they navigated direct to the wrong fix during initial climb and received a terrain warning from ATC.
Narrative
Both Captains commuted into ZZZ for a late assignment of ZZZ-ZZZ1 flight XX ON XX Sept; returning XA00 local XX Sept. The flight was a long delay for maintenance originally XB05 departure; and both CAPT informed the entire crew we would meet local First Officer's at aircraft to expedite. Upon arrival to the aircraft I assumed the Flying Captain duties and the other 3 crewmembers were immensely the Personally and ensured me the entire setup was complete; and we were ready to go other than further delay of :45 min due to ground removing 3 bags from cargo. With briefings complete and cargo doors closed; we taxied to Runway XXL; and informed Tower that we need time to get final weights; and also were unable to download winds as of yet. While at hold short XXL; Tower needed to taxi us around to make space for another departure. During this taxi; Line Personnel informed us that we need to go back to gate. On the taxi back to gate we contacted ZZZ ops and they informed we may not need to come back and they were coordinating with Line Personal. Halfway back to Gate; we were told to continue to Runway. After completing all checklists as we are taxing on to the runway; the operating Relief Pilot" queried the SID; and asked if we are direct ZZZZZ. At this time I was lining up on the runway centerline in line up and wait; while we discussed this and the flying First officer stated he confirmed "direct to ZZZZZ" Sid; and we all looked at the printed ATC CLNC which read: "ROUTE CLEARANCE VIA TO DIRECT ZZZZZ". What we didn't realize what the ZZZZZ1 fix on the SID dropped out of the departure when the flying First Officer used the "FMC LOAD" PROMPT during the setup. Shortly after takeoff as the Pilot Flying; when LNAV engaged; it took us direct to ZZZZZ; and we started the turn early. This didn't seem right and I shallowed my turn about the time Tower asked if we are direct ZZZZZ; we confirmed; and they stated "minimum altitude alert" and asked if we are VMC; which we affirmed. The Controller then stated; "I have to read this canned statement"; and informed us of a "possible pilot deviation; contact Tower at (phone number)". He then cleared us to a higher altitude and we continued climb uneventfully; and then switched to ZZZ3 center for further climb and continued direct to ZZZZZ. Once we arrived at cruise altitude; we as a crew thoroughly discussed and debriefed the entire setup and departure; constructively going in depth with all aspects. Later we reviewed all of the normals; flight manual; and supplementary information. We also unilaterally felt that the ATC printout can be very confusing and seems incomplete and poorly formatted. All of the pertinent threats and lessons learned were discussed and the Relief Captain being a check pilot had very constructive discussions for all crew members including in depth SOP compliance."
Second reporter narrative
Flight XX was an extremely delayed flight due to an L1 - ignitor maintenance issue departing from ZZZ (destination ZZZ1). Two volunteer Captains (one based in ZZZ2 and both commuting to the flight) and two ZZZ based First Officers comprised the flight crew. The flight was delayed over 12 hours and to expedite the departure both replacement Captains proceeded directly to the aircraft gate to meet the two locally based - ZZZ First Officers. The relief Captain arrived earlier than the flying Captain (PF) who had communicated with the crew via text as to his later - arrival ETA on the flight deck. The crew continued to prepare the flight deck and relief Captain conducted a cabin briefing to make the flying - Captain's arrival and cockpit setup and briefing as efficient as possible. Two independent calls were also needed (with Maintenance Control and Dispatch) to clarify MEL aircraft status which demanded more time and attention in the cockpit set up. Once these issues were resolved and after performing an initial flying - Captain cockit set-up; the relief Captain recommended to the copilot (PNF) that the crew complete the checklist and perform a waypoint check. The planned departure and Runway and distance were both verified in the FMC; and the First Officer mentioned that winds had not been received or uploaded (but requested). After briefing the passengers as to the cockpit status and planned arrival of the flying Captain; and performing other needed flight deck duties; the relief Captain left the cockpit to further brief the Purser and Customer Service Agent. When the PNF was in the cockpit alone; a newly formatted - uplinked data ATC clearance was received by the operating copilot (PNF) officer who read the uploaded clearance; validated the way points; and accepted the clearance. There was no other crew in the cockpit to crosscheck the new clearance. The new format had the planned departure at the end of the message which made it very easy to misunderstand the departure new - routing. Additionally; the PNF did not realize that when you upload a new clearance that the planned departure and Runway get deleted from the FMC. When the relief Captain returned to the flight deck he inquired as to getting a clearance from ATC. The PNF stated that an earlier clearance was obtained and already recieved and loaded into the FMC. Shortly there - after the flying Captain arrived at the aircraft and the two Captains swapped seats and the relief Captain briefed the flying Captain as to the cockpit preparations that had been conducted prior to his arrival and aircraft maintenance status. When the Captain (PF); who was extremely rushed; read the newly uploaded clearance printout he only saw the TO" Initial fix not realizing that the ZZZZZ2 Departure was needed or deleted from the FMC due to the FMC datalink - clearance upload and execution. The PF final cockpit setup and departure preparation was further burdened by a cargo delay and later the need to taxi back to the gate (after holding in position) due to a possible load planning issue. After the flight almost returned to the original gate; Load Planning/Dispatch canceled the request; again causing more confusion by returning the flight to the runway for takeoff. On taking the runway the relief copilot; in the observation seat; queried the "direct to fix" (that was out of the ordinary) and the first officer (PNF) stated that this what was uploaded via the FMC and the ATC clearance not realizing that the full departure was embedded in the FMC loaded - clearance. During initial take off; the flying Captain made a slow turn to the direct 'TO" fix ZZZZZ and did not go directly to the initial departure fix ZZZZ1 fix causing the ATC controller to query Flight as to its takeoff clearance and possible deviation. The crew performed a detailed debrief to discuss "lessons learned" as well as reviewing supplementary and normal procedures when receiving irregular/confusing clearances."
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.