Date: 201602
Local time of day: 1801-2400
Location: IAD.Tower, DC
Light: Night
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ground IAD
Reporter organization: Government
Reporter function: Flight Data / Clearance Delivery
Reporter qualification: Air Traffic Control Developmental
Human factors: Communication Breakdown; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance
Contributing factors: ATC Equipment / Nav Facility / Buildings; Environment - Non Weather Related; Staffing; Procedure; Human Factors
Primary problem: Procedure

Narrative: Aircraft X called me at Clearance Delivery (CD) to pick up IFR clearance. The signal was very weak but something that we often have to deal with as antennas are located on far side of airport. I issued the clearance to Aircraft X which included a climb via SID instruction with to expect 8;000 feet 10 minutes after departure. Because of the weak signal; the pilot only received the last part of the transmission starting with 8;000 feet and the squawk code. I then repeated the clearance again for the route portion which the pilot did not receive with restating the instructions to climb via the SID. The pilot read back the instructions along with restating; climb via the SID. I was told the pilot climbed directly to 8;000 feet without climbing via the SID.   Clearance delivery is considered a non-control position. This is a perfect example of why this position should be treated no differently than any other position. The number of items that a controller has to issue to an aircraft; and the complexity of each clearance often makes it impossible to catch everything on both the controller and the pilots' side. Every pilot has a shorthand way to read it back because it is time consuming for everyone. For example; some pilots read back; 'expect 8 after 10'. Meaning 8;000 feet 10 minutes after departure. I'm pretty sure I know what he means; and sometimes I am too busy to correct everybody who tries to abbreviate it. Does he mean 8;000 feet after 10 hours or 10 seconds.PDC is an excellent tool; but not utilized enough; especially in an RNAV SID/STAR environment where so much information is being exchanged. Especially in an environment where nobody is flying the RNAV procedure the way it was intended. Creates much confusion for everybody. Automation is also not helping this matter. When a route is corrected by someone that automation does not catch; it no longer is able to be obtained my PDC. That is when it should be most helpful as in most cases you are issuing a Full Route Clearance which is often very complex. I feel Climb VIA SID should always be implied unless an instruction is given not to climb VIA the SID. Less information would be getting exchanged which decrease the room for mistake.




Synopsis: Clearance Delivery issued a clearance to an aircraft which was read back incorrectly. Clearance Delivery did not catch the mistake.