B757-200
Flight Crew Air Transport Pilot (ATP)
Situational Awareness; Communication Breakdown; Confusion
Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented
Human Factors; Procedure
On the ground we were informed that our Dispatcher wanted us to call him. Our dispatcher informed us that we were being re-routed to Savannah instead of ZZZ and that he didn't have enough time to send us a new release and re-file us. Instead he said he would re-file us airborne. My First Officer and I were spring loaded to receive the new clearance once airborne.Prior to Nav Point DIYAB we received the ACARS message with the new flight plan and fuel burn for us to divert to SAV. In my mind I was thinking that our Dispatcher had re-filed us to SAV and as PM I re-loaded the FMS to reflect the new routing...just past DIYAB I executed the new flight plan and called Memphis Center on the radio for them to confirm the new routing. My First Officer then said 'I think we need to stay on our original route until given a new clearance from Memphis Center'. My original paradigm shifted; realized we needed to fly the original route first and re-file ourselves. My First Officer pushed heading select to WITOS and I changed the box back to the original routing. The heading deviation to RMG (the diversion routing from Dispatch) was approximately 40 degrees and did not seem to last more than 30 seconds to less than a minute. I called Memphis Center and asked them if they knew about our diversion to SAV. The controller responded No and told us to stand by. He then issued our re-filed flight plan request and then told me to call for a possible flight deviation. Once on the ground in SAV I called and talked with an FAA Rep and he talked with me for several minutes about the lateral deviation of heading. I explained the whole situation with him; including my dispatcher saying 'I'm going to refile you in the air and send you a new burn and release numbers' and the fact that I misunderstood what he meant by that. Big time expectation; mission and goal orientation plus inexperience working with the Dispatcher and ATC given this scenario. Regardless of what the Dispatcher says regarding 'I'll re-file you in the air'; maintain the original clearance until contacting ATC to ask for a new clearance to the diversion airport...
A B757 flight was on a SID; destined for ZZZ. I climbed him to FL230. I checked his route... DIYAB>>ZZZ. This would have been a 050 hdg after DIYAB. I noticed aircraft turn to about a 105 hdg after DIYAB. I waited a few seconds; this was obviously incorrect; but maybe there was a problem or emergency and the pilot was turning back. There was no traffic involved. The pilot then called asking if I had gotten a call from their company advising me of their new routing to SAV. I said no. They then either asked or informed me that the new routing would be RMG..ATL..KSAV. I said roger. I did not issue a clearance. I just continued to watch this aircraft track towards RMG; which was about 55 degs off his assigned course. I called my FLM over; told him what was going on; and he observed it. I then observed the aircraft turn back towards ZZZ; again with no clearance; about a 60 deg turn to the left...all of this in CLASS A airspace. I issued the clearance to SAV. After readback; I advised the pilot of a possible pilot deviation and gave him the facility phone number.In a chat with our safety rep; apparently the pilots got a message from their dispatcher about being rerouted to SAV. This was entered into their flight computer; and apparently executed...all without ATC clearance or knowledge until after the fact. Automation has replaced thinking...both for the pilot; and controller. Our safety rep believes that since pilots now receive their flight plans through automation; ACARS(?); that these pilots didn't think through the fact that they were airborne...they just pressed the button and went on their way...then realized; oops. That leads to another point. Many pilots feel that they no longer need to communicate to ATC that they are setting up for approaches; or changing their course a few degrees; or slowing down a little early.The change in the safety culture; from placing blame (earlier) to reporting errors with no fault assessed (now); has both pilots and controllers getting lazy about the responsibilities we both have. By making the controller a 'partner' with the pilot; we have de-emphasized the 'control' part to the point that pilots are beginning to take control....without having the full picture of what else is out there. I like automation. I like the fact that we 'work with' pilots and companies; etc. But everyone needs to do their job.
B757 flight crew was advised prior to departure their destination was going to be SAV; but the Dispatcher did not have time to make the changes prior to the scheduled departure time and a new flight plan would be sent enroute. When the flight plan was received the crew entered and executed it without advising ATC. This was a complete surprise to the controller involved whose report was included.