A regional air carrier flight crew is befuddled by fatigue; maintenance delays; confusing SIDs and clearances and their failure to utilize sound CRM principles to insure mutual understanding of where it is their clearance was to take them.
Synopsis
A regional air carrier flight crew is befuddled by fatigue; maintenance delays; confusing SIDs and clearances and their failure to utilize sound CRM principles to insure mutual understanding of where it is their clearance was to take them.
Narrative
We arrived in Newark at XA:29 and discovered that the number one engine was leaking oil. We called Maintenance; and they were unable to fix the plane that day. We did not get released to go to the hotel until around XI:00 for an 8 hour reduced rest overnight. The next morning we had a show time of XR:15. We arrived back at the airport and the plane was still broken. We did not get the plane fixed and get off of the gate until XW:29. While I was getting the clearance; the Captain received a call from Dispatch. After I received the clearance and read it back; I verified the flightplan with my charts because it was a route I had never flown before. Then on the taxi out I looked down at the Newark Eight departure to verify the altitude; because 5;000 FT seemed a little odd. That is what the departure for 22R says; and that is what I believed I wrote on my takeoff card; but because the clearance was so long; I missed the 2;500 FT at the very bottom of the clearance. When we checked in with Departure; nothing was said about maintaining 2;500 FT even though we told him we were climbing to 5;000 FT. He then questioned our altitude; and we told him we were assigned 5;000 FT. He then gave us 6;000 FT; and told us to intercept the Colts Neck VOR 350 radial inbound. Since this was a strange clearance; I immediately turned on the autopilot so I could help the Captain. I then turned my VOR needle to the 350 radial so I would not forget this; and went about finding out the frequency. I saw CYN VOR on our flight plan; the Captain tuned his VOR to its frequency; and I believed it was the correct frequency as well. It was not; and then ATC gave us a new heading to fly. The event occurred because of the reduced rest overnight from the night before; with having to wait at the plane for 5 hours in the morning before leaving; then having an abnormal route; with a different assigned ATC altitude not listed on the departure; and a VOR that was not on our flight plan and really close to our present position. ATC needs to change the departure to read 5;000 FT; or as assigned by ATC. They also need to assign the very first departure fix when you get your clearance; because this happens all the time in Newark where they give you a first fix to fly to and it is never on your clearance.
Second reporter narrative
Suggestions: Do not allow operational distractions to interfere with core safety related issues. I also plan on writing down the clearance as it is read back for comparison to what the First Officer wrote. I feel that this procedure will preclude me from permitting outside distractions from interfering with my oversite of our clearance receipt and verification. Others: Departure clearances with changes to initial altitudes other than those shown on the SID should be repeated during the takeoff clearance. Additionally; the Newark Eight Departure chart should be revised to indicate 'or as assigned by ATC'. Ideally; the FMS should have the initial fix that you are actually going to navigate to programmed in and verified prior to departure; even if it is an area departure.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.