Date: 201507
Local time of day: 1201-1800
Location: ZID.ARTCC, IN
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna Citation Sovereign (C680)
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZID
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Training / Qualification
Second reporter function: Pilot Flying; Captain
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: ATC Equipment / Nav Facility / Buildings; Company Policy; Human Factors
Primary problem: Human Factors

Narrative: Departed CVG and after initial vectors; we are assigned to proceed direct to CVG033056 fix on course per our clearance. I had misinterpreted the PDC clearance as CVG 330 radial; 56 DME and put the fix in. I had checked the 033 Radial; 56 DME fix and disregarded it due to it being 0.3nm PAST the next fix in our clearance which was RIKLE. After heading towards the incorrect fix; ATC queried us; corrected our interpretation of the fix; and we proceeded to the correct fix location. The FMS then showed us doing a left turn to go the 0.3nm back to RIKLE (which would have been two 180 course reversals on our course). We queried ATC and were cleared direct RIKLE on course. In conjunction with this occurrence; we were still trying to self-learn/apply the AOM (Aircraft Operations Manual) and new Flap Retraction Altitude (which seems to always conflict with communicating with ATC regarding hdg; alt; freq changes) and incorporate it into operating the aircraft safely. First; I don't understand why we were assigned an initial fix that is 0.3nm PAST our second assigned fix; which; if flown; would result in two 180 turns on course. Second; I'd like to suggest a little easier to interpret method of assigning fixes via PDC. A significantly simpler way to positively communicate that fix would be CVG/033/056 thereby individually separating the fix/radial/DME.


Second narrative: On departing CVG I assumed that the clearance was received via voice when it was actually received via PDC. When I reviewed the clearance with my First Officer and reviewed the box programing and iPad programming the clearance and routing made since. If I would have conferred further with the First Officer I would have been made aware that the clearance was received via PDC and reviewed the clearance further. Simply put the clearance was recorded on paper as to use the CVG 330 radial 56 DME fix for the first enroute fix and then RIKLE intersection. After take-off vectors and radio handoff to Departure and Indy Center we were cleared to the CVG 033/56 DME fix and we maintained the originally programed CVG 330/56 fix. Within moments of selecting NAV and proceeding to the wrong CVG fix ATC queried our routing and advised that we should use the 033 radial/DME fix. We programed the box properly and proceeded as cleared without incident.The PDC clearance cannot be received via the FMS until 30 minutes before departure on an international clearance. This is in opposition to being able to receive the clearance an hour before scheduled departure on a domestic clearance. This contributes to time compression since crews typically try to be ready and waiting for passengers to arrive within 30 minutes of departure. This dispatch filing practice is not understood. The PDC had CVG033056 as the text and was improperly interpreted by the First Officer. Since I assumed the clearance was received via voice I did not clarify the PDC clearance as I normally do. I assumed the clearance was received via voice with 2 humans clarifying the clearance and read back; the FO (First Officer) and ATC controller. The routing made since on the FMS screen; and the IPAD. I failed to clarify the clearance and how it was received and copied. The FMS was programed just as the clearance was written not as cleared. THE most important take away from this event and one that I hope ATC will be questioned on is the use of the CVG033056 fix and then the clearance to RIKLE. RIKLE and the CVG033056 are .3 nautical miles apart; and as properly cleared and properly programed the FMS shows RIKLE .3 nautical miles in the opposite direction of flight planned route. We as a crew made a mistake. ATC did not seem overly concerned once we proceeded as filed to the proper fix. But; this scenario should allow research into why we ever use a VOR RADIAL FIX for normal routing; and why this VOR RADIAL FIX is within 3 tenths of a mile of a published; filed and cleared fix. The filing time for international trips should also be aligned with those used for domestic filing. The attempt to learn new flows and checklist while flying the line also contributed to the crews failure to comply with established ATC norms.


Synopsis: CE680 Flight Crew misunderstands a PDC clearance using CVG033056 as the first fix then RIKLE which is only .3 NM away. The First Officer assumes that the fix should be CVG330056 and enters it in the FMC; which results in a track deviation after takeoff. The ATC computers were attempting to give the flight the requested route direct RIKLE; which does not exist in the low altitude structure; using a Radial and DME.