Date: 201508
Local time of day: 1801-2400
Location: OKC.Airport, OK
Flight conditions: VMC
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Takeoff / Launch
Airspace: Class C OKC
ATC / advisory: Tower OKC
Reporter organization: Fractional
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Communication Breakdown; Confusion
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I convinced my captain to fly the wrong SID out of OKC. I cleaned and restocked the aircraft.  When I returned to the plane; the captain had already picked up the clearance; and was finishing up setting up the cockpit. I read on the paper (handwritten) that we were given the THRPE1 THRPE TUS.... (Later I discovered this is where I made the error; we were assigned the TRUPR1.TRUPR TUS...). I had some difficulty reading his handwriting; and I simply had read it wrong.) I put the THRPE1 procedure into my [tablet] and saved it as the favorite (STAR).  We then completed the required checklists.  I think we must have used his [tablet] when we verified the route; as everything checked out between the [tablet] route and FMS (which we verified later was set up with the correct procedure.) After our taxi checklist; our SOP has the Pilot Flying verify the Initial Heading; Altitude and First Fix.  I made a small SOP error by telling him what I thought the heading and altitude was; vs waiting for him to say what he thought it was to and me to verify.  To be fair; I was convinced at this point we were flying the THRPE1; not the TRUPR1. I stated as part of the SOP; initial heading; altitude and fix that at 1;800 feet; we execute a right turn to 200.  He hesitated; and then looked down at my [tablet] to verify.  (My [tablet] was set on the wrong departure procedure however.). Because I showed him the plate (but the wrong one) he chose to believe the evidence I presented.  I had convinced him that there was a turn at 1;800 feet and departed with the turn to 200 degrees. A few seconds after we turned; Oklahoma [City] tower gave us a left turn back to 175 degrees.  I said something like (I guess tower forgot to tell us a nonstandard heading.). We both then noticed the FMS showed no turn.  He then asked me which procedure I was displaying on my [tablet]; as his writing said TRUPR.  I looked again; and saw that it was TRUPR and not THRPE that I had thought I read. That is when we discovered I was showing him the wrong departure procedure.  A second after the 175 heading was issued; we were told to contact departure.  Departure never said anything about a deviation. The captain contacted the OKC control tower by telephone after we landed; I was told later by the captain that the person he talked to at the tower said that there was no deviation from us that they had heard about.In the future I will ensure that the [tablet] used by the non-flying pilot is the one used during the FMS cross check.  That would have lead to the discovery of the error. I should have waited for the Pilot in Command to give me his approaching the runway briefing (per the SOP); rather than give him mine first.  The SOP procedures are all new in this fleet (about a month I think; 3rd tour using them); over time errors in 'who says what' will be corrected as we continue to use the new SOP. The previous flight has be conducted in a fairly hot cockpit.  I should have taken another 5 to 10 minutes in the air conditioned FBO; as before the last flight I had been waiting in a cockpit that would not cool below 90 degrees on the ground; and still stayed warm for the previous less than an hour flight.  Heat is fatiguing; which contributed to me reading his handwriting wrong. In this case the captain had obtained the clearance via PDC.  I should have asked (I didn't know what way he had obtained the clearance) and if the opportunity presents itself; confirm my [tablet] directly with the printed PDC message.  That would have limited the error. Either time anyone questions what they are being told by the other party; taxi the airplane to a safe position; tell ATC we need a few minutes; then resolve the problem without the distraction of taxing.


Second narrative: We were issued the TRUPR1 departure; TRUPR; As Filed from Runway 17L. This departure was a vector SID of runway heading to 1;800 feet then heading 175 OR AS ASSIGNED. I obtained the clearance; programmed the box; and completed the configuration of the flight deck as the First Officer was busy with stocking and cleaning duties. Once he had joined me we briefed the flight per the new SOP and readied for departure. I stowed my EFB as his was designated the primary for the flight and we proceeded to start and taxi out. Nearing the runway he briefed initial HEADING; ALTITUDE; AND FIX per our new SOP however he had inadvertently selected the THRPE1 departure. This departure is very similar and immediately precedes the TRUPR1 when the SIDs are displayed on the EFB. This departure is also a vector SID of runway heading to 1;800 feet; HOWEVER YOU THEN TURN RIGHT TO A 200 HDG AT 1;800 feet. I looked over at his EFB to verify as I remembered briefing the 1;800 feet but not the 200 heading after. I saw the depiction that was displayed and unfortunately assumed that I had either forgotten or had just been mistaken. I then accepted the change not realizing it was incorrect. As we climbed through 1;800 feet. and began our turn the tower controller called and instructed us to fly a heading of 175. There was no other traffic; we were issued no other corrections and the flight continued normally. We reached cruise altitude and soon discovered our error. Upon landing I called the KOKC tower to discuss the departure but was assured there was no problem. I however; see this as an opportunity to share just how easy it is to make an error even when your departure is a runway heading vector SID.I could have avoided the confusion by setting the parking brake and confirming our differing interpretation of the action at 1;800 feet and comparing MY EFB to HIS EFB which I feel would have caught the error and solved the problem. I think the similarity in the names of the departures and procedure itself also allowed me to be more comfortable with my incorrect assumptions. This is an example of how important attention to detail is and being certain of your actions through a thorough and accurate brief. Thank you for your time.


Synopsis: Citation crew initially flew the wrong SID. ATC noticed the error and issued a new heading.