Page 24 - Dec15

By Kevin WareIt is 112 degrees F. on the ramp at North Las Vegas (KVGT), our Citation 560 is facing southwest into the afternoon sun and we have a GPU hooked up with the air conditioning going full blast – but the inside of the airplane still feels like a pizza oven. In addition to being uncomfortable for us, we know avionics can do really odd things when they get hot, so we are anxious to get airborne and cooled down before something untoward happens.But then, in the middle of squinting, panting, and sweating our way through the checklist, the ramp attendant suddenly walks off, making an engine start ill-advised with the GPU hooked up. While hoping he will soon return, we temporize by calling for our IFR clearance back to Bellingham.The clearance comes back with a garbled ...”cleared to Bellingham... Right Turn Two departure...flight plan route...climb via ...departure...except for 6,000.” We write on wet paper with slippery pencils, pushing the hot headset cushions uncomfortably close to our ears to get it all down, and after a couple of tries, our readback is accepted. We then start entering the routing into the Universal FMS and Garmin back-up system.About halfway through this, the ramp guy shows up and we hurriedly get the engines started, fearing he might again disappear. With engines running and the GPU disconnected, the AC seems to work a little better, but it is still well over 100 degrees in the cockpit as we ask for taxi clearance. While rolling out, we respond to three separate calls from the ground controller, asking us to confirm we have indeed been assigned the Right Turn Two departure. Each time we look at our scrawled notes, check that the correct SID is pulled up on our iPads and entered into the avionics, then confidently reply “affirmative.” Weapproach the hold line for runway 12R with all FMS data entered, plus all checklists complete, and tell the tower we are ready to go. Thankfully, we are immediately cleared for takeoff.On this leg I am the pilot flying (PF), and after getting airborne I start a right turn to heading 250 in order to intercept the LAS 313 radial out to the RUZCO intersection as the SID requires. Passing through 1,500 feet, I turn on the autopilot and hit NAV, and ask the pilot not flying (PNF) for the after-takeoff checklist. About halfway through the checklist, he says “hey, Kevin, where are you going?” I reply that I am flying the published departure, and expect to start a right turn to intercept the 313 radial shortly. He says, according to the Flight Director on his side, we just passed through that radial. I look over, and sure enough we have an avionics discrepancy. Problem is, which one is correct?22 • TWIN & TURBINEDECEMBER 2015“After you land...Call This Number”