Medium Large Transport
Flight Crew Air Transport Pilot (ATP)
Training / Qualification; Confusion
ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued New Clearance
Human Factors; Procedure
Departing San Jose on the boomerang departure. The initial altitude shows 3000 as a 'climb to'; no mention of 'maintaining.' Subsequent there is a maximum altitude of FL190. We asked clearance but they gave to no idea which altitude we were supposed to go to. The quotes from clearance was 'don't you just type that in your little box and the airplane goes there?' Also after departing on the 123 degree heading and asking for higher (we decided to set the alerter to 3;000 feet) we were then given higher and a turn: 'Right turn; Direct San Jose.'The FMS correctly initiates a left turn based on the location of the San Jose VOR; however ATC required a right turn. Unless you know how to preload the right turn in the FMS; it's easy to get started into a left turn. We overrode the FMS and reprogrammed as needed. We next queried ATC as to our clearance after SJC VOR; the NorCal controller said continue the boomerang. We asked how to get from SJC to the Boomerang; (direct to GRRIF?) (After reaching San Jose the controller said we were cleared on course. But the boomerang does not include the San Jose VOR; and ATC was confused as to how we would get from San Jose to the first fix on the boomerang.) At this point the controller seemed flustered and simply cleared us direct to HRNER. We were not the only aircraft suffering this confusion; [another airline crew] was asking at the gate how the SID was supposed to be flown. Also another air carrier queried ATC after departure as to the altitude; and the routing after San Jose. In order to go direct San Jose quickly it was necessary to unlink the flight plan; and then reenter subsequent fix on the NAV page. All this happening with a lot of ATC chatter in a high density traffic area.The controller at San Jose suggested we ASAP this and gave the same suggestion to all the aircraft departing. He seem to believe this was the only way to fix it. Poor SID construction and ATC understanding of the SID.
This event began with an unclear altitude guidance on the SID chart. Airborne; ATC further complicated the situation with a right turn (long way around) direct to fix; resume the SID clearance with the cleared fix not contained in the SID. Final piece is lack of training/knowledge in how to command the FMS unit to turn longest distance when ATC specifies the 'long way around' to a fix or heading. PM (CA; who teaches FMS lab) was able to manage the threat due to extensive knowledge of that system; however the FO who was PF; was unaware of that ability of the FMS to direct to long way around; which created the error of the FMS turning the wrong direction.
Air carrier Captain and Check Pilot seated in the jump seat reported they were confused as to track and altitudes on the SJC BMRNG1 SID and ATC was not much help.