Narrative:

I reviewed the SID prior to takeoff and knew exactly what I was going to do. However, after takeoff the copilot called 'positive rate' and put the gear up west/O any acknowledgement from me. After that, he started telling me to pull the power back to 1.5 EPR for noise abatement, and he told me he was turning on the engine anti-ice. He performed these functions in quick succession and west/O waiting for any acknowledgement from me. While I was flying the plane and trying to keep track of what he was doing, I missed my turn after 800'. When I got to 2000', I realized I had missed my heading. At that time I started my turn to a heading of 320, just as ny departure questioned us about the clearance. In the confusion, my altitude had drifted up to 2300' before I caught it. In order to fully understand this situation, you have to realize that the copilot is also the chief pilot and has never flown in a 2 pilot environment. He has a very hard time giving up his authority when serving in a sic capacity. I feel this incident could have been prevented had the copilot kept a sterile cockpit until 10000', and had he refrained from trying to control the airplane when he was not the PIC. This creates frustration and distraction and could have been avoided had the proper crew coordination concept been adhered to. I hope to get these problems worked out as soon as possible with management. Supplemental information from acn 167010. The captain had made several remarks prior to takeoff about the SID. Therefore I assumed he knew the procedure and I did not confirm compliance with the SID during climb out. Instead, I was doing the takeoff checklist while the captain flew. I did, however, have the SID on my lapboard. The first hint that something was wrong was when ATC asked us what our heading was. Per the SID we should have turned to a heading of 320 degrees after passing 800', but instead the captain held runway heading up to our assigned altitude of 2000'. ATC then instructed us to turn to 320 degrees and made several snotty and unnecessary inquiries about why we missed the turn, distracting the captain while he was completing the turn and causing him to allow the acfts altitude to drift up to 2500'. ATC next instructed us to return to 2000' and also warned us about traffic above us at 3000'. We subsequently got back on altitude and course.

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Original NASA ASRS Text

Title: HEADING DEVIATION, ALT DEVIATION WHEN FLYING SID.

Narrative: I REVIEWED THE SID PRIOR TO TKOF AND KNEW EXACTLY WHAT I WAS GOING TO DO. HOWEVER, AFTER TKOF THE COPLT CALLED 'POSITIVE RATE' AND PUT THE GEAR UP W/O ANY ACKNOWLEDGEMENT FROM ME. AFTER THAT, HE STARTED TELLING ME TO PULL THE PWR BACK TO 1.5 EPR FOR NOISE ABATEMENT, AND HE TOLD ME HE WAS TURNING ON THE ENG ANTI-ICE. HE PERFORMED THESE FUNCTIONS IN QUICK SUCCESSION AND W/O WAITING FOR ANY ACKNOWLEDGEMENT FROM ME. WHILE I WAS FLYING THE PLANE AND TRYING TO KEEP TRACK OF WHAT HE WAS DOING, I MISSED MY TURN AFTER 800'. WHEN I GOT TO 2000', I REALIZED I HAD MISSED MY HDG. AT THAT TIME I STARTED MY TURN TO A HDG OF 320, JUST AS NY DEP QUESTIONED US ABOUT THE CLRNC. IN THE CONFUSION, MY ALT HAD DRIFTED UP TO 2300' BEFORE I CAUGHT IT. IN ORDER TO FULLY UNDERSTAND THIS SITUATION, YOU HAVE TO REALIZE THAT THE COPLT IS ALSO THE CHIEF PLT AND HAS NEVER FLOWN IN A 2 PLT ENVIRONMENT. HE HAS A VERY HARD TIME GIVING UP HIS AUTHORITY WHEN SERVING IN A SIC CAPACITY. I FEEL THIS INCIDENT COULD HAVE BEEN PREVENTED HAD THE COPLT KEPT A STERILE COCKPIT UNTIL 10000', AND HAD HE REFRAINED FROM TRYING TO CTL THE AIRPLANE WHEN HE WAS NOT THE PIC. THIS CREATES FRUSTRATION AND DISTR AND COULD HAVE BEEN AVOIDED HAD THE PROPER CREW COORD CONCEPT BEEN ADHERED TO. I HOPE TO GET THESE PROBS WORKED OUT ASAP WITH MGMNT. SUPPLEMENTAL INFO FROM ACN 167010. THE CAPT HAD MADE SEVERAL REMARKS PRIOR TO TKOF ABOUT THE SID. THEREFORE I ASSUMED HE KNEW THE PROC AND I DID NOT CONFIRM COMPLIANCE WITH THE SID DURING CLBOUT. INSTEAD, I WAS DOING THE TKOF CHKLIST WHILE THE CAPT FLEW. I DID, HOWEVER, HAVE THE SID ON MY LAPBOARD. THE FIRST HINT THAT SOMETHING WAS WRONG WAS WHEN ATC ASKED US WHAT OUR HDG WAS. PER THE SID WE SHOULD HAVE TURNED TO A HDG OF 320 DEGS AFTER PASSING 800', BUT INSTEAD THE CAPT HELD RWY HDG UP TO OUR ASSIGNED ALT OF 2000'. ATC THEN INSTRUCTED US TO TURN TO 320 DEGS AND MADE SEVERAL SNOTTY AND UNNECESSARY INQUIRIES ABOUT WHY WE MISSED THE TURN, DISTRACTING THE CAPT WHILE HE WAS COMPLETING THE TURN AND CAUSING HIM TO ALLOW THE ACFTS ALT TO DRIFT UP TO 2500'. ATC NEXT INSTRUCTED US TO RETURN TO 2000' AND ALSO WARNED US ABOUT TFC ABOVE US AT 3000'. WE SUBSEQUENTLY GOT BACK ON ALT AND COURSE.

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.