Narrative:

Our IFR clearance for departing teterboro, nj, was as the teterboro 5 departure to park intersection. We were assigned runway 24 for takeoff. Hence, teterboro 5 departure for runway 24 stipulates a climb runway heading until reaching 1500 ft, then turn right to heading 280 degrees, maintain 1500 ft until passing teb 4.5 DME, then climb and maintain 2000 ft. After takeoff from runway 24, we climbed on a heading of 230 degrees in lieu of runway heading, which is recommended by teterboro noise abatement if in VFR conditions, to 1500 ft and then continued to fly a 230 degree heading. At the teb 3.5 DME, while maintaining 1500 ft, we were instructed by departure control to turn right heading 310 degrees. Because of an aircraft system issue, TCASII failure, and confusion regarding the departure procedures, we had failed to turn right to a heading of 280 degrees upon reaching 1500 ft. Although the IFR clearance and the teterboro 5 departure procedures for runway 24 were discussed by both PF, which was myself, and PNF prior to takeoff, the PF fell short in reading the teterboro 5 departure instructions for runway 24 prior to departure. After discussing the departure procedures we had an extended delay of 40 mins. We established a pilot defined FMS waypoint 4.5 mi off an extended centerline of runway 24. We had an annunciated TCASII failure after takeoff. To prevent a recurrence -- insure both PF and PNF review (read) the departure chart for the assigned takeoff runway. Shortly before the line-up checklist, PF or PNF verbally review the departure procedures, and make certain PF and PNF fully understand the relevance of pilot defined FMS waypoints. First, 'fly the airplane.' if unable to fly assigned route, advise ATC. Each day after flying, perform a self-evaluation on ways to improve what one does as a pilot. Create a built-in trigger to avoid complacency. Use the tools available, i.e., autoplt, to help maximize the crew's performance, especially high-density environment.

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Original NASA ASRS Text

Title: A FAILURE TO TURN TO THE PROPER HDG AT 1500 FT ON THE TETERBORO 5 DEP BECAUSE OF EQUIP MALFUNCTION DISTR IS CORRECTED BY A VECTOR FROM THE DEP CTLR.

Narrative: OUR IFR CLRNC FOR DEPARTING TETERBORO, NJ, WAS AS THE TETERBORO 5 DEP TO PARK INTXN. WE WERE ASSIGNED RWY 24 FOR TKOF. HENCE, TETERBORO 5 DEP FOR RWY 24 STIPULATES A CLB RWY HDG UNTIL REACHING 1500 FT, THEN TURN R TO HDG 280 DEGS, MAINTAIN 1500 FT UNTIL PASSING TEB 4.5 DME, THEN CLB AND MAINTAIN 2000 FT. AFTER TKOF FROM RWY 24, WE CLBED ON A HDG OF 230 DEGS IN LIEU OF RWY HDG, WHICH IS RECOMMENDED BY TETERBORO NOISE ABATEMENT IF IN VFR CONDITIONS, TO 1500 FT AND THEN CONTINUED TO FLY A 230 DEG HDG. AT THE TEB 3.5 DME, WHILE MAINTAINING 1500 FT, WE WERE INSTRUCTED BY DEP CTL TO TURN R HDG 310 DEGS. BECAUSE OF AN ACFT SYS ISSUE, TCASII FAILURE, AND CONFUSION REGARDING THE DEP PROCS, WE HAD FAILED TO TURN R TO A HDG OF 280 DEGS UPON REACHING 1500 FT. ALTHOUGH THE IFR CLRNC AND THE TETERBORO 5 DEP PROCS FOR RWY 24 WERE DISCUSSED BY BOTH PF, WHICH WAS MYSELF, AND PNF PRIOR TO TKOF, THE PF FELL SHORT IN READING THE TETERBORO 5 DEP INSTRUCTIONS FOR RWY 24 PRIOR TO DEP. AFTER DISCUSSING THE DEP PROCS WE HAD AN EXTENDED DELAY OF 40 MINS. WE ESTABLISHED A PLT DEFINED FMS WAYPOINT 4.5 MI OFF AN EXTENDED CTRLINE OF RWY 24. WE HAD AN ANNUNCIATED TCASII FAILURE AFTER TKOF. TO PREVENT A RECURRENCE -- INSURE BOTH PF AND PNF REVIEW (READ) THE DEP CHART FOR THE ASSIGNED TKOF RWY. SHORTLY BEFORE THE LINE-UP CHKLIST, PF OR PNF VERBALLY REVIEW THE DEP PROCS, AND MAKE CERTAIN PF AND PNF FULLY UNDERSTAND THE RELEVANCE OF PLT DEFINED FMS WAYPOINTS. FIRST, 'FLY THE AIRPLANE.' IF UNABLE TO FLY ASSIGNED RTE, ADVISE ATC. EACH DAY AFTER FLYING, PERFORM A SELF-EVALUATION ON WAYS TO IMPROVE WHAT ONE DOES AS A PLT. CREATE A BUILT-IN TRIGGER TO AVOID COMPLACENCY. USE THE TOOLS AVAILABLE, I.E., AUTOPLT, TO HELP MAXIMIZE THE CREW'S PERFORMANCE, ESPECIALLY HIGH-DENSITY ENVIRONMENT.

Data retrieved from NASA's ASRS site as of July 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.