Narrative:

We were departing runway 16. Clearance was for the westchester 9, parke intersection, then as filed. My copilot briefly reviewed the departure as I was taxiing out and doing the taxi checklist. He briefed me on the departure. I did not actually read it. We departed on the runway heading, and as I was climbing, waiting for a vector, we passed through 1000 ft MSL. I asked my copilot to confirm the heading of 320 degrees. He confirmed, and I started a right turn. He then said 'no, it is a left turn, away from lga.' I then started the left turn. ATC then asked if we were on the departure, and said, 'I see a left turn, turn left to 290 degrees, you should have made a right turn.' the 'rush' of departing new york, and the busy airport caused me not to review the procedure. CRM with 2 pilots flying works only if both pilots know what is going to happen, and agree on it. I relied on my copilot to read the departure, and because I did not, he was in effect, a single pilot. 2 thoughts: 1) emphasize that a pilot must make time to understand the procedure in question. If it means delaying the departure, so be it. 2) emphasize 'proper' 2 pilot procedures. This is for part 91, 135, 121 people. Training should include CRM for all pilots with a commercial ticket and should be included in the CFI. This training should include not only the PF/PNF concept, but challenge and response as well. There were no mishaps, accidents or traffic conflicts this time.

Google
 

Original NASA ASRS Text

Title: A PIPER CHEYENNE PIC PERFORMS A WRONG DIRECTION TURN OUT OF HPN AFTER BEING IMPROPERLY DIRECTED BY HIS FO.

Narrative: WE WERE DEPARTING RWY 16. CLRNC WAS FOR THE WESTCHESTER 9, PARKE INTXN, THEN AS FILED. MY COPLT BRIEFLY REVIEWED THE DEP AS I WAS TAXIING OUT AND DOING THE TAXI CHKLIST. HE BRIEFED ME ON THE DEP. I DID NOT ACTUALLY READ IT. WE DEPARTED ON THE RWY HDG, AND AS I WAS CLBING, WAITING FOR A VECTOR, WE PASSED THROUGH 1000 FT MSL. I ASKED MY COPLT TO CONFIRM THE HDG OF 320 DEGS. HE CONFIRMED, AND I STARTED A R TURN. HE THEN SAID 'NO, IT IS A L TURN, AWAY FROM LGA.' I THEN STARTED THE L TURN. ATC THEN ASKED IF WE WERE ON THE DEP, AND SAID, 'I SEE A L TURN, TURN L TO 290 DEGS, YOU SHOULD HAVE MADE A R TURN.' THE 'RUSH' OF DEPARTING NEW YORK, AND THE BUSY ARPT CAUSED ME NOT TO REVIEW THE PROC. CRM WITH 2 PLTS FLYING WORKS ONLY IF BOTH PLTS KNOW WHAT IS GOING TO HAPPEN, AND AGREE ON IT. I RELIED ON MY COPLT TO READ THE DEP, AND BECAUSE I DID NOT, HE WAS IN EFFECT, A SINGLE PLT. 2 THOUGHTS: 1) EMPHASIZE THAT A PLT MUST MAKE TIME TO UNDERSTAND THE PROC IN QUESTION. IF IT MEANS DELAYING THE DEP, SO BE IT. 2) EMPHASIZE 'PROPER' 2 PLT PROCS. THIS IS FOR PART 91, 135, 121 PEOPLE. TRAINING SHOULD INCLUDE CRM FOR ALL PLTS WITH A COMMERCIAL TICKET AND SHOULD BE INCLUDED IN THE CFI. THIS TRAINING SHOULD INCLUDE NOT ONLY THE PF/PNF CONCEPT, BUT CHALLENGE AND RESPONSE AS WELL. THERE WERE NO MISHAPS, ACCIDENTS OR TFC CONFLICTS THIS TIME.

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.