G V flight crew exceeds 1500 ft on the teb 5 departure after full power takeoff at ferry weight. A t...

Attributes
ACN	780870
Time
Date	200803
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : teb.airport
State Reference	NJ
Altitude	msl single value : 1500
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : n90.tracon
Operator	general aviation : corporate
Make Model Name	Gulfstream V
Operating Under FAR Part	Part 91
Flight Phase	climbout : takeoff
Route In Use	departure sid : teb
Flight Plan	IFR
Person 1
Affiliation	company : corporate
Function	flight crew : first officer
Qualification	pilot : multi engine pilot : flight engineer pilot : instrument pilot : commercial pilot : cfi pilot : atp
Experience	flight time last 90 days : 200 flight time total : 7000 flight time type : 800
ASRS Report	780870
Person 2
Affiliation	government : faa
Function	controller : departure
Events
Anomaly	altitude deviation : overshoot non adherence : clearance non adherence : published procedure other spatial deviation
Independent Detector	other controllera other flight crewa
Resolutory Action	controller : issued new clearance flight crew : returned to assigned altitude
Supplementary
Problem Areas	Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance

Narrative:

We were on a ferry leg from teb to our maintenance base. We had flown a different aircraft out of teb earlier that day and used the dalton (VFR) departure earlier. This leg; we were cleared to fly the teb 5 departure. The departure was briefed twice by the PF. On takeoff since it was a ferry flight on an aircraft we had not flown that day -- and because the runway had rain earlier; I elected to conduct a rated (full power) takeoff. On takeoff; the light aircraft had excellent climb performance and we were approaching our altitude quickly. The pm started to dial in the next heading before it was supposed to be accomplished; which distracted the PF (me). I started to deviate through the 1500 foot altitude as I asked the pm to put in the original heading. I got as far as 1700 ft -- which may have caused the controllers at this busy area to raise an eyebrow. This is simply a case of having a fixation on a previous departure by the pm and the PF not concentrating enough of the task at hand (flying) to keep the nose where it should have been -- despite all the help from the electronics. The second event of the day occurred at 17000 ft MSL. We were told to intersect a radial into col then proceed direct white. I saw pm enter the information into the FMS. Then; shortly thereafter; we were cleared direct col. I entered the direct col portion into the nfms; announced what I'd done; then confirmed LNAV was punched/illuminated. I don't know what happened; but we weren't monitoring as well as we should (and both map display units were in a larger scale than they probably should have been to detect this). Anyway; were paralleling the course; instead of proceeding direct col (and never went direct). ATC ended up just giving us a heading; evidently noting the error. We were probably as far as 5 NM west of where we should have been. Even with all the 'goodies.' without the proper monitoring; we might as well be flying the dc-3 with an ADF.

Original NASA ASRS Text

Title: G V FLT CREW EXCEEDS 1500 FT ON THE TEB 5 DEP AFTER FULL POWER TKOF AT FERRY WT. A TRACK DEV OCCURS LATER AT 17000 FT WHEN ATTEMPTING TO GO DIRECT.

Narrative: WE WERE ON A FERRY LEG FROM TEB TO OUR MAINT BASE. WE HAD FLOWN A DIFFERENT ACFT OUT OF TEB EARLIER THAT DAY AND USED THE DALTON (VFR) DEP EARLIER. THIS LEG; WE WERE CLRED TO FLY THE TEB 5 DEP. THE DEP WAS BRIEFED TWICE BY THE PF. ON TKOF SINCE IT WAS A FERRY FLT ON AN ACFT WE HAD NOT FLOWN THAT DAY -- AND BECAUSE THE RWY HAD RAIN EARLIER; I ELECTED TO CONDUCT A RATED (FULL POWER) TKOF. ON TKOF; THE LIGHT ACFT HAD EXCELLENT CLB PERFORMANCE AND WE WERE APCHING OUR ALTITUDE QUICKLY. THE PM STARTED TO DIAL IN THE NEXT HEADING BEFORE IT WAS SUPPOSED TO BE ACCOMPLISHED; WHICH DISTRACTED THE PF (ME). I STARTED TO DEVIATE THROUGH THE 1500 FOOT ALTITUDE AS I ASKED THE PM TO PUT IN THE ORIGINAL HDG. I GOT AS FAR AS 1700 FT -- WHICH MAY HAVE CAUSED THE CTLRS AT THIS BUSY AREA TO RAISE AN EYEBROW. THIS IS SIMPLY A CASE OF HAVING A FIXATION ON A PREVIOUS DEP BY THE PM AND THE PF NOT CONCENTRATING ENOUGH OF THE TASK AT HAND (FLYING) TO KEEP THE NOSE WHERE IT SHOULD HAVE BEEN -- DESPITE ALL THE HELP FROM THE ELECTRONICS. THE SECOND EVENT OF THE DAY OCCURRED AT 17000 FT MSL. WE WERE TOLD TO INTERSECT A RADIAL INTO COL THEN PROCEED DIRECT WHITE. I SAW PM ENTER THE INFO INTO THE FMS. THEN; SHORTLY THEREAFTER; WE WERE CLRED DIRECT COL. I ENTERED THE DIRECT COL PORTION INTO THE NFMS; ANNOUNCED WHAT I'D DONE; THEN CONFIRMED LNAV WAS PUNCHED/ILLUMINATED. I DON'T KNOW WHAT HAPPENED; BUT WE WEREN'T MONITORING AS WELL AS WE SHOULD (AND BOTH MAP DISPLAY UNITS WERE IN A LARGER SCALE THAN THEY PROBABLY SHOULD HAVE BEEN TO DETECT THIS). ANYWAY; WERE PARALLELING THE COURSE; INSTEAD OF PROCEEDING DIRECT COL (AND NEVER WENT DIRECT). ATC ENDED UP JUST GIVING US A HDG; EVIDENTLY NOTING THE ERROR. WE WERE PROBABLY AS FAR AS 5 NM WEST OF WHERE WE SHOULD HAVE BEEN. EVEN WITH ALL THE 'GOODIES.' WITHOUT THE PROPER MONITORING; WE MIGHT AS WELL BE FLYING THE DC-3 WITH AN ADF.

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

G V flight crew exceeds 1500 ft on the teb 5 departure after full power takeoff at ferry weight. A track deviation occurs later at 17000 ft when attempting to go direct.