IAI1124/1124A Westwind
Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 100; Flight Crew Total 17100; Flight Crew Type 1100
Communication Breakdown; Situational Awareness
Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Human Factors
My crew and I were called out on an emergency LIFEGUARD/MEDIVAC flight to transport an organ and 4 surgeons on short notice on a life saving mission. The copilot copied a clearance while I completed documentation. When I asked to read back to me our clearance; my co pilot responded we received the Pomona 7 departure and to climb to 14;000 feet. The ONT departure already has a climb over BUCCK intersection to 14;000. Since it was late and late evening traffic is reduced; I incorrectly assumed he may be correct. I inquired if there were any crossing restrictions and he responded no. This was an incorrect interpretation not apathetic or careless in nature in any way. My copilot did not hear the clearance correctly and was not familiar with the area; which contributed to the conflict with the new 'CLIMB VIA' procedures. I also sincerely believe my copilot misinterpreted the term 'CLIMB VIA; EXCEPT CLIMB TO 14;000' as a general climb term to climb along and the phrase 'EXCEPT' was a cancellation of any other climb restrictions. My survival instinct to climb quickly over fast rising terrain on a northwest bound heading in the darkness may have been a factor. There is also the confusion since we were not on a published route yet that ATC would provide any vector separation until we were on a published route. Of important note; my copilot also pointed out when we checked in with departure; he had contacted and communicated with ATC; 'CLIMBING TO 14;000 feet'. No ATC correction to our climbing to 14;000 feet was made by ATC. This to us meant we were doing the right thing. There was no Traffic Advisory (TA) or Resolution Advisory (RA) conflict audio or video at all. We received NO TCAS warning either.
I was dispatched as SIC on a Medevac flight departing from Ontario International Airport. While preparing the aircraft for departure I contacted Ontario clearance delivery for our IFR clearance. Ontario clearance delivery advised me that they did not have routing for our flight; after some discussion I offered a potential route to the controller. A few moments later the controller came back with our clearance. It was:POM7.EHF J65 ZZZAltitude 14000Expect 320 in 10 minutesFrequency 125.5After some further discussion with the controller regarding the clearance our understanding was that we were to depart via the SID; climb and maintain 14;000 feet. The climb to 14;000 feet seemed correct given the late nature of our departure and light traffic in the area and Medevac status. After being assigned runway 8R we reviewed the SID routing for 8R. We departed runway 8R and Ontario tower handed us off to departure. I checked on with departure reporting in climbing to 14;000. Departure acknowledged our check on with no changes to our climb altitude and we continued our climb. During our climb departure asked us to level and assigned us a vector heading. It appears that there was confusion between myself; clearance delivery; and departure as to the assigned altitude.Safe operations is always my first priority and this event is the only occurrence that I have been involved in. Any potential deviation from ATC's clearance was certainly not intentional and I will make every effort in the future to clarify all clearances.
Westwind WW24 flight crew fails to comply with the POM7 SID and cross POM at or below 7000 feet.