Narrative:

ATC clearance unavailable until pushback time due to computer outage. We were originally cleared to destination via lga 2 departure runway 13, maspeth climb. I questioned the clearance since we would normally expect a whitestone climb, but ATC confirmed the clearance on the readback. During taxiout the captain and I acknowledged that the clearance was a maspeth climb transition. When we were cleared into position for takeoff, the tower controller amended the clearance and I acknowledged the whitestone climb. Takeoff was normal and we commenced the initial turn to 175 degree heading. As we entered the overcast tower issued the frequency change to departure control. My head was down to change frequencys, so the next events are not completely clear to me, but I looked up to see the ADI indicating about 45 degrees left aob, pitch attitude level with the horizon, airspeed increasing, altitude approximately 1100' MSL. Noise abatement procedures were abandoned by the captain and a recovery from excessive aob and a wings-level climb out were initiated. I believe the captain, a highly experienced large transport driver, mistakenly began the maspeth climb right turn to 340 degrees heading vice the amended whitestone climb left turn to 040 degree heading. Upon realizing his mistake, he over-corrected while trying to conform to the published procedure while also attempting to avoid the noise monitors. This maneuvering, coupled with the sudden climb into the overcast, resulting in over-banking and the loss of positive climb performance. In my opinion this was a case of being so paranoid about exceeding the decibel threshold of the noise monitors and being violated that a highly experienced pilot instead violated good judgement and safe operating procedures. It's sad indeed that we sometimes worry more about avoiding sound sensors than we do about avoiding other aircraft or even worse, the ground.

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Original NASA ASRS Text

Title: ACR LGT TRACK DEVIATION ON SID AND IN RECOVERY OVERBANKED ACFT AND BUSTED NOISE ABATEMENT PROC.

Narrative: ATC CLRNC UNAVAILABLE UNTIL PUSHBACK TIME DUE TO COMPUTER OUTAGE. WE WERE ORIGINALLY CLRED TO DEST VIA LGA 2 DEP RWY 13, MASPETH CLB. I QUESTIONED THE CLRNC SINCE WE WOULD NORMALLY EXPECT A WHITESTONE CLB, BUT ATC CONFIRMED THE CLRNC ON THE READBACK. DURING TAXIOUT THE CAPT AND I ACKNOWLEDGED THAT THE CLRNC WAS A MASPETH CLB TRANSITION. WHEN WE WERE CLRED INTO POS FOR TKOF, THE TWR CTLR AMENDED THE CLRNC AND I ACKNOWLEDGED THE WHITESTONE CLB. TKOF WAS NORMAL AND WE COMMENCED THE INITIAL TURN TO 175 DEG HDG. AS WE ENTERED THE OVCST TWR ISSUED THE FREQ CHANGE TO DEP CTL. MY HEAD WAS DOWN TO CHANGE FREQS, SO THE NEXT EVENTS ARE NOT COMPLETELY CLEAR TO ME, BUT I LOOKED UP TO SEE THE ADI INDICATING ABOUT 45 DEGS LEFT AOB, PITCH ATTITUDE LEVEL WITH THE HORIZON, AIRSPD INCREASING, ALT APPROX 1100' MSL. NOISE ABATEMENT PROCS WERE ABANDONED BY THE CAPT AND A RECOVERY FROM EXCESSIVE AOB AND A WINGS-LEVEL CLBOUT WERE INITIATED. I BELIEVE THE CAPT, A HIGHLY EXPERIENCED LGT DRIVER, MISTAKENLY BEGAN THE MASPETH CLB RIGHT TURN TO 340 DEGS HDG VICE THE AMENDED WHITESTONE CLB LEFT TURN TO 040 DEG HDG. UPON REALIZING HIS MISTAKE, HE OVER-CORRECTED WHILE TRYING TO CONFORM TO THE PUBLISHED PROC WHILE ALSO ATTEMPTING TO AVOID THE NOISE MONITORS. THIS MANEUVERING, COUPLED WITH THE SUDDEN CLB INTO THE OVCST, RESULTING IN OVER-BANKING AND THE LOSS OF POSITIVE CLB PERFORMANCE. IN MY OPINION THIS WAS A CASE OF BEING SO PARANOID ABOUT EXCEEDING THE DECIBEL THRESHOLD OF THE NOISE MONITORS AND BEING VIOLATED THAT A HIGHLY EXPERIENCED PLT INSTEAD VIOLATED GOOD JUDGEMENT AND SAFE OPERATING PROCS. IT'S SAD INDEED THAT WE SOMETIMES WORRY MORE ABOUT AVOIDING SOUND SENSORS THAN WE DO ABOUT AVOIDING OTHER ACFT OR EVEN WORSE, THE GND.

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.