Narrative:

Due to an error in reading the hpn page for departure procedure, I, as PF, continued on runway heading after takeoff instead of initiating a right turn to 320 degrees at 800' AGL, as specified. The departure controller commented on the error, but did not indicate that there had been a traffic conflict. I believe that several factors contributed to the error. First, we were running behind schedule and were therefore experiencing time pressure. Secondly, the page has 2 arrows showing the departure path choices, but the note for the one indicating a right turn to 320 degrees for 'large aircraft' is obscured amongst the depiction of local terrain and hwys and is printed in much lighter lettering. Thirdly, the noise abatement procedure that we are compelled to fly departing hpn is so different from our SOP that it tends to preoccupy one's attention when studying the whole departure scenario and while actually executing it. In short, I missed spotting the right turn for the departure off of runway 16 (which we seldom use) because the noise abatement procedure and schedule anxiety had distracted me. The tower controller did not remind us of the need for the turn upon delivering the takeoff clearance, the captain did not catch my re-reading out the takeoff clearance as 'runway heading to 3,' and the departure controller was so busy that we could not get a word in edgewise until we were 5 or 6 mi from the airport.

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Original NASA ASRS Text

Title: FLT CREW OF MLG MISREAD COMMERCIAL CHART--DEP RESTRICTIONS NOT COMPLIED WITH.

Narrative: DUE TO AN ERROR IN READING THE HPN PAGE FOR DEP PROC, I, AS PF, CONTINUED ON RWY HDG AFTER TKOF INSTEAD OF INITIATING A RIGHT TURN TO 320 DEGS AT 800' AGL, AS SPECIFIED. THE DEP CTLR COMMENTED ON THE ERROR, BUT DID NOT INDICATE THAT THERE HAD BEEN A TFC CONFLICT. I BELIEVE THAT SEVERAL FACTORS CONTRIBUTED TO THE ERROR. FIRST, WE WERE RUNNING BEHIND SCHEDULE AND WERE THEREFORE EXPERIENCING TIME PRESSURE. SECONDLY, THE PAGE HAS 2 ARROWS SHOWING THE DEP PATH CHOICES, BUT THE NOTE FOR THE ONE INDICATING A RIGHT TURN TO 320 DEGS FOR 'LARGE ACFT' IS OBSCURED AMONGST THE DEPICTION OF LCL TERRAIN AND HWYS AND IS PRINTED IN MUCH LIGHTER LETTERING. THIRDLY, THE NOISE ABATEMENT PROC THAT WE ARE COMPELLED TO FLY DEPARTING HPN IS SO DIFFERENT FROM OUR SOP THAT IT TENDS TO PREOCCUPY ONE'S ATTN WHEN STUDYING THE WHOLE DEP SCENARIO AND WHILE ACTUALLY EXECUTING IT. IN SHORT, I MISSED SPOTTING THE RIGHT TURN FOR THE DEP OFF OF RWY 16 (WHICH WE SELDOM USE) BECAUSE THE NOISE ABATEMENT PROC AND SCHEDULE ANXIETY HAD DISTRACTED ME. THE TWR CTLR DID NOT REMIND US OF THE NEED FOR THE TURN UPON DELIVERING THE TKOF CLRNC, THE CAPT DID NOT CATCH MY RE-READING OUT THE TKOF CLRNC AS 'RWY HDG TO 3,' AND THE DEP CTLR WAS SO BUSY THAT WE COULD NOT GET A WORD IN EDGEWISE UNTIL WE WERE 5 OR 6 MI FROM THE ARPT.

Data retrieved from NASA's ASRS site as of August 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.