Narrative:

I was flying our new global 5000: it was my second leg of the day and second leg ever flying this new type airplane. I had previously flown into ZZZ1 to pick up passenger that morning (no issues at all); my first officer flew the second leg into ZZZ2 (no issues) and I flew the departure leg from ZZZ2 to ZZZ3. The clearance was to fly the abc SID which I have flown for many yrs. I have over 30 yrs of flying into/out of ZZZ2 in my professional flying career. This departure was normal until I flew the portion of the SID to intercept the back course to abc intersection. We had entered moderate turbulence in the climb; I was flying the HUD and the first officer was backing up with the EFIS. The guidance was coming from the FMS which we had confirmed the SID before departure. I was not having any problems with the HUD guidance commands but when the 270 degree heading intersected the back course I flew about a 30 degree turn to keep on the course. This was not nearly enough and in a few seconds I had to turn to re-intercept the course. By this time the first officer was properly instructing me to turn even more to keep on the course. I glanced down at my EFIS and I saw a full needle deflection which surprised me. The HUD did not show such an 'off course' picture. In hindsight I am sure what I saw in the HUD was truly a major 'off course' presentation. At this time the controller called on the radio with a low altitude alert and we needed to climb. We were climbing but I increased the climb to 5000 FPM rate and continued to maneuver back to the course. The controller asked if we could separate ourselves from the terrain and the first officer answered that we could because we were VFR conditions. We were still in moderate turbulence and I was wondering where the wind direction was coming from. I looked at the HUD wind arrow and realized the wind was not helping me intercept the back course. At the same time; the controller issued a heading which the first officer properly selected heading mode and bugged the new heading. This turn was a left turn so I had to bank from the heading to intercept the course; back to the new heading. No problems with that then the controller said he would have to issue a pilot deviation because we were not flying the SID properly. The first officer acknowledged the radio call and we copied down the phone number. We were in turbulence all the way to FL470 although it did become continuous light turbulence. When we landed at ZZZ3 we deplaned the passenger and I phoned the controllers at ZZZ2. What I learned from this experience was: we were properly briefed for the SID. The navigation was set up properly and the HUD was the proper way to fly the SID so I could view the terrain. The aircraft was certainly capable of performance to fly the SID safely. The moderate turbulence was not expected but I have flown the SID in turbulence that was worse than moderate in past yrs. The HUD command to intercept the outbound back course was correct but my turn was not aggressive enough to keep the course; we drifted left of the course. I should have been much more aggressive with the navigation and less concerned with the passenger in the turbulence. The next flight out of ZZZ2 in this type airplane will be flown in manual speed 200 which will climb the airplane much more aggressively than the flight yesterday. I am ashamed to have flown a deviation of this magnitude after 40+ yrs of flying airplanes for a living.

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Original NASA ASRS Text

Title: A BD700 GLOBAL EXPRESS CAPT DEPARTED USING THE HUD IN MOUNTAINOUS TERRAIN AND FAILED TO AGGRESSIVELY FOLLOW OFF COURSE HUD CORRECTION COMMANDS.

Narrative: I WAS FLYING OUR NEW GLOBAL 5000: IT WAS MY SECOND LEG OF THE DAY AND SECOND LEG EVER FLYING THIS NEW TYPE AIRPLANE. I HAD PREVIOUSLY FLOWN INTO ZZZ1 TO PICK UP PAX THAT MORNING (NO ISSUES AT ALL); MY FO FLEW THE SECOND LEG INTO ZZZ2 (NO ISSUES) AND I FLEW THE DEP LEG FROM ZZZ2 TO ZZZ3. THE CLRNC WAS TO FLY THE ABC SID WHICH I HAVE FLOWN FOR MANY YRS. I HAVE OVER 30 YRS OF FLYING INTO/OUT OF ZZZ2 IN MY PROFESSIONAL FLYING CAREER. THIS DEP WAS NORMAL UNTIL I FLEW THE PORTION OF THE SID TO INTERCEPT THE BACK COURSE TO ABC INTXN. WE HAD ENTERED MODERATE TURB IN THE CLB; I WAS FLYING THE HUD AND THE FO WAS BACKING UP WITH THE EFIS. THE GUIDANCE WAS COMING FROM THE FMS WHICH WE HAD CONFIRMED THE SID BEFORE DEP. I WAS NOT HAVING ANY PROBS WITH THE HUD GUIDANCE COMMANDS BUT WHEN THE 270 DEG HDG INTERSECTED THE BACK COURSE I FLEW ABOUT A 30 DEG TURN TO KEEP ON THE COURSE. THIS WAS NOT NEARLY ENOUGH AND IN A FEW SECONDS I HAD TO TURN TO RE-INTERCEPT THE COURSE. BY THIS TIME THE FO WAS PROPERLY INSTRUCTING ME TO TURN EVEN MORE TO KEEP ON THE COURSE. I GLANCED DOWN AT MY EFIS AND I SAW A FULL NEEDLE DEFLECTION WHICH SURPRISED ME. THE HUD DID NOT SHOW SUCH AN 'OFF COURSE' PICTURE. IN HINDSIGHT I AM SURE WHAT I SAW IN THE HUD WAS TRULY A MAJOR 'OFF COURSE' PRESENTATION. AT THIS TIME THE CTLR CALLED ON THE RADIO WITH A LOW ALT ALERT AND WE NEEDED TO CLB. WE WERE CLBING BUT I INCREASED THE CLB TO 5000 FPM RATE AND CONTINUED TO MANEUVER BACK TO THE COURSE. THE CTLR ASKED IF WE COULD SEPARATE OURSELVES FROM THE TERRAIN AND THE FO ANSWERED THAT WE COULD BECAUSE WE WERE VFR CONDITIONS. WE WERE STILL IN MODERATE TURB AND I WAS WONDERING WHERE THE WIND DIRECTION WAS COMING FROM. I LOOKED AT THE HUD WIND ARROW AND REALIZED THE WIND WAS NOT HELPING ME INTERCEPT THE BACK COURSE. AT THE SAME TIME; THE CTLR ISSUED A HDG WHICH THE FO PROPERLY SELECTED HDG MODE AND BUGGED THE NEW HDG. THIS TURN WAS A L TURN SO I HAD TO BANK FROM THE HDG TO INTERCEPT THE COURSE; BACK TO THE NEW HDG. NO PROBS WITH THAT THEN THE CTLR SAID HE WOULD HAVE TO ISSUE A PLTDEV BECAUSE WE WERE NOT FLYING THE SID PROPERLY. THE FO ACKNOWLEDGED THE RADIO CALL AND WE COPIED DOWN THE PHONE NUMBER. WE WERE IN TURB ALL THE WAY TO FL470 ALTHOUGH IT DID BECOME CONTINUOUS LIGHT TURB. WHEN WE LANDED AT ZZZ3 WE DEPLANED THE PAX AND I PHONED THE CTLRS AT ZZZ2. WHAT I LEARNED FROM THIS EXPERIENCE WAS: WE WERE PROPERLY BRIEFED FOR THE SID. THE NAV WAS SET UP PROPERLY AND THE HUD WAS THE PROPER WAY TO FLY THE SID SO I COULD VIEW THE TERRAIN. THE ACFT WAS CERTAINLY CAPABLE OF PERFORMANCE TO FLY THE SID SAFELY. THE MODERATE TURB WAS NOT EXPECTED BUT I HAVE FLOWN THE SID IN TURB THAT WAS WORSE THAN MODERATE IN PAST YRS. THE HUD COMMAND TO INTERCEPT THE OUTBOUND BACK COURSE WAS CORRECT BUT MY TURN WAS NOT AGGRESSIVE ENOUGH TO KEEP THE COURSE; WE DRIFTED L OF THE COURSE. I SHOULD HAVE BEEN MUCH MORE AGGRESSIVE WITH THE NAV AND LESS CONCERNED WITH THE PAX IN THE TURB. THE NEXT FLT OUT OF ZZZ2 IN THIS TYPE AIRPLANE WILL BE FLOWN IN MANUAL SPD 200 WHICH WILL CLB THE AIRPLANE MUCH MORE AGGRESSIVELY THAN THE FLT YESTERDAY. I AM ASHAMED TO HAVE FLOWN A DEV OF THIS MAGNITUDE AFTER 40+ YRS OF FLYING AIRPLANES FOR A LIVING.

Data retrieved from NASA's ASRS site as of January 2009 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.