Narrative:

Our clearance departing pwk included the pwk 2 departure. We made a takeoff on runway 16 with instructions to 'turn right to 040 degrees via the pwk 2.' this departure requires a tight right turn to stay east of the ord 345 degree radial. It's necessary that the airplane be hand flown since it requires more than the standard rate turn that the autoplt would make. While making the right turn and looking for traffic (it's a busy GA airport) we went through our assigned altitude of 3000 ft. As we passed through 2000 ft, I had made the call 'out of 2000 ft for 3000 ft' as required by our SOP, and the PNF acknowledged it. We were still in the tight right turn and still climbing when we were switched to departure control. As the PNF made the call, I noticed that we were passing 3200 ft. I arrested the climb aggressively while attaining a maximum altitude of about 3300 ft. We then descended back down to 3000 ft. We talked about it after the flight and discussed what we might have done differently. The only answer we came up with would be to reduce the climb rate earlier. That would have helped. Other than that, I'm not sure what we should have done differently. This is, in my opinion, a demanding procedure. You're hand flying, making a tight turn (35-40 degree bank is generally required to stay east of the 345 degree radial) climbing at a pretty fair rate, looking for traffic and dealing with ATC. We fly out of this airport often. Some of our passenger still comment on the departure procedure required here. They say it's uncomfortable. With the closing of glenview NAS, we had hoped that we would more often get a left turnout off of this runway. It hasn't worked out that way. I understand the constraints put on pwk due to its close proximity to ord, but there must be a better way. The current procedure may be fine if you're flying a C182, but it just is not a good procedure for high performance airplanes.

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Original NASA ASRS Text

Title: CL604 CREW OVERSHOOTS ALT WHEN FLYING DEP AT PWK.

Narrative: OUR CLRNC DEPARTING PWK INCLUDED THE PWK 2 DEP. WE MADE A TKOF ON RWY 16 WITH INSTRUCTIONS TO 'TURN R TO 040 DEGS VIA THE PWK 2.' THIS DEP REQUIRES A TIGHT R TURN TO STAY E OF THE ORD 345 DEG RADIAL. IT'S NECESSARY THAT THE AIRPLANE BE HAND FLOWN SINCE IT REQUIRES MORE THAN THE STANDARD RATE TURN THAT THE AUTOPLT WOULD MAKE. WHILE MAKING THE R TURN AND LOOKING FOR TFC (IT'S A BUSY GA ARPT) WE WENT THROUGH OUR ASSIGNED ALT OF 3000 FT. AS WE PASSED THROUGH 2000 FT, I HAD MADE THE CALL 'OUT OF 2000 FT FOR 3000 FT' AS REQUIRED BY OUR SOP, AND THE PNF ACKNOWLEDGED IT. WE WERE STILL IN THE TIGHT R TURN AND STILL CLBING WHEN WE WERE SWITCHED TO DEP CTL. AS THE PNF MADE THE CALL, I NOTICED THAT WE WERE PASSING 3200 FT. I ARRESTED THE CLB AGGRESSIVELY WHILE ATTAINING A MAX ALT OF ABOUT 3300 FT. WE THEN DSNDED BACK DOWN TO 3000 FT. WE TALKED ABOUT IT AFTER THE FLT AND DISCUSSED WHAT WE MIGHT HAVE DONE DIFFERENTLY. THE ONLY ANSWER WE CAME UP WITH WOULD BE TO REDUCE THE CLB RATE EARLIER. THAT WOULD HAVE HELPED. OTHER THAN THAT, I'M NOT SURE WHAT WE SHOULD HAVE DONE DIFFERENTLY. THIS IS, IN MY OPINION, A DEMANDING PROC. YOU'RE HAND FLYING, MAKING A TIGHT TURN (35-40 DEG BANK IS GENERALLY REQUIRED TO STAY E OF THE 345 DEG RADIAL) CLBING AT A PRETTY FAIR RATE, LOOKING FOR TFC AND DEALING WITH ATC. WE FLY OUT OF THIS ARPT OFTEN. SOME OF OUR PAX STILL COMMENT ON THE DEP PROC REQUIRED HERE. THEY SAY IT'S UNCOMFORTABLE. WITH THE CLOSING OF GLENVIEW NAS, WE HAD HOPED THAT WE WOULD MORE OFTEN GET A L TURNOUT OFF OF THIS RWY. IT HASN'T WORKED OUT THAT WAY. I UNDERSTAND THE CONSTRAINTS PUT ON PWK DUE TO ITS CLOSE PROX TO ORD, BUT THERE MUST BE A BETTER WAY. THE CURRENT PROC MAY BE FINE IF YOU'RE FLYING A C182, BUT IT JUST IS NOT A GOOD PROC FOR HIGH PERFORMANCE AIRPLANES.

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.