The flight was cleared the midway 4 departure from runway 31C at mdw. Climb to 3000 ft and turn righ...

Attributes
ACN	333998
Time
Date	199604
Day	Wed
Local Time Of Day	0001 To 0600
Place
Locale Reference	airport : mdw
State Reference	IL
Altitude	msl bound lower : 3000 msl bound upper : 30003
Environment
Flight Conditions	VMC
Light	Dawn
Aircraft 1
Controlling Facilities	tracon : ord
Operator	common carrier : air carrier
Make Model Name	B757 Undifferentiated or Other Model
Navigation In Use	Other Other
Flight Phase	climbout : takeoff climbout : initial climbout : intermediate altitude
Route In Use	departure other
Flight Plan	IFR
Aircraft 2
Operator	common carrier : air carrier
Make Model Name	B747 Undifferentiated or Other Model
Flight Phase	cruise other
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 300 flight time total : 17000 flight time type : 3500
ASRS Report	333998
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : instrument pilot : commercial pilot : atp
Experience	flight time last 90 days : 150 flight time total : 4500 flight time type : 150
ASRS Report	333999
Events
Anomaly	non adherence : clearance non adherence : published procedure other anomaly other other spatial deviation
Independent Detector	other controllera
Resolutory Action	controller : issued new clearance other
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Flight was cleared via the midway 4 departure from runway 31C at mdw airport. The issued clearance was to climb to 3000 ft and turn right to a heading of 090 degrees. The aircraft was very light in weight and maximum performance was used due to the runway length and company procedures. The first officer is fairly new in this aircraft and the performance on takeoff was spectacular. We reached 3000 ft in a matter of seconds, however, leaving 1600 ft we began a right turn toward our assigned heading of 090 degrees. During the turn a TA was received briefly on TCASII, and then disappeared. Our rate of climb was approximately 6000 FPM during the turn. The first officer stopped his turn on an approximately north heading when the TCASII alert was received and I visually idented the traffic, definitely a heavy jet (probably a B747) and pointed it out to the first officer. We continued on a north heading during this period and exceeded the parameters of ILS midway 4 SID. A right turn was continued immediately after visual identify of the aircraft. ATC pointed out that we had exceeded the parameters of the SID and we continued thence with no further incident. Contributing factors for violating the SID: 1) first officer's newness to the aircraft pertaining to the spectacular performance of an empty B757 using maximum power. 2) tight parameters of the SID. 3) difference in the SID versus standard company procedures for takeoff. 4) TCASII TA during the takeoff and climb that distracted both pilots, and caused the first officer to stop his turn to the assigned heading. 5) visual identify of the concerned aircraft. Overall, aural and visual distrs during takeoff and climb resulted in turn not being maintained to remain within the boundaries of the SID. Safety was not violated.

Original NASA ASRS Text

Title: THE FLT WAS CLRED THE MIDWAY 4 DEP FROM RWY 31C AT MDW. CLB TO 3000 FT AND TURN R TO A HDG OF 090 DEG. THE ACFT WAS VERY LIGHT AND MAX PERFORMANCE WAS USED DUE TO RWY LENGTH AND COMPANY PROC. THE RATE OF CLB WAS 6000 FPM DURING THE TURN AND A TCASII TA WAS RECEIVED THEN DISAPPEARED. THE FO STOPPED THE TURN ON N AND THE TFC WAS SEEN VISUALLY. A R TURN WAS CONTINUED BUT NOT BEFORE THE CTLR SAID THE SID PARAMETERS WERE EXCEEDED AND TURN TO A HDG OF 140 DEGS.

Narrative: FLT WAS CLRED VIA THE MIDWAY 4 DEP FROM RWY 31C AT MDW ARPT. THE ISSUED CLRNC WAS TO CLB TO 3000 FT AND TURN R TO A HDG OF 090 DEGS. THE ACFT WAS VERY LIGHT IN WT AND MAX PERFORMANCE WAS USED DUE TO THE RWY LENGTH AND COMPANY PROCS. THE FO IS FAIRLY NEW IN THIS ACFT AND THE PERFORMANCE ON TKOF WAS SPECTACULAR. WE REACHED 3000 FT IN A MATTER OF SECONDS, HOWEVER, LEAVING 1600 FT WE BEGAN A R TURN TOWARD OUR ASSIGNED HDG OF 090 DEGS. DURING THE TURN A TA WAS RECEIVED BRIEFLY ON TCASII, AND THEN DISAPPEARED. OUR RATE OF CLB WAS APPROX 6000 FPM DURING THE TURN. THE FO STOPPED HIS TURN ON AN APPROX N HDG WHEN THE TCASII ALERT WAS RECEIVED AND I VISUALLY IDENTED THE TFC, DEFINITELY A HVY JET (PROBABLY A B747) AND POINTED IT OUT TO THE FO. WE CONTINUED ON A N HDG DURING THIS PERIOD AND EXCEEDED THE PARAMETERS OF ILS MIDWAY 4 SID. A R TURN WAS CONTINUED IMMEDIATELY AFTER VISUAL IDENT OF THE ACFT. ATC POINTED OUT THAT WE HAD EXCEEDED THE PARAMETERS OF THE SID AND WE CONTINUED THENCE WITH NO FURTHER INCIDENT. CONTRIBUTING FACTORS FOR VIOLATING THE SID: 1) FO'S NEWNESS TO THE ACFT PERTAINING TO THE SPECTACULAR PERFORMANCE OF AN EMPTY B757 USING MAX PWR. 2) TIGHT PARAMETERS OF THE SID. 3) DIFFERENCE IN THE SID VERSUS STANDARD COMPANY PROCS FOR TKOF. 4) TCASII TA DURING THE TKOF AND CLB THAT DISTRACTED BOTH PLTS, AND CAUSED THE FO TO STOP HIS TURN TO THE ASSIGNED HDG. 5) VISUAL IDENT OF THE CONCERNED ACFT. OVERALL, AURAL AND VISUAL DISTRS DURING TKOF AND CLB RESULTED IN TURN NOT BEING MAINTAINED TO REMAIN WITHIN THE BOUNDARIES OF THE SID. SAFETY WAS NOT VIOLATED.

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.