Narrative:

Our company has a policy of 'a' and 'B' capts and first officer's. 'B' capts will never be paired with 'B' first officer's. 'A' captain is considered 'a' status when he has 100 hours PIC in the aircraft he commands. The same is true for 'a' first officer's 100 hours in type. I just became an 'a' captain and was paired with a fresh out of IOE first officer. My first officer was new to the glass cockpit of the lear 31A and was definitely deficient in the procedures in the operations of the jet. We were tasked for a repos leg to houston. This was to be the only flight of the day. Both crew members were fully rested for the trip. After completing the task of starting both engines, I asked my first officer if he would like the after start checklist, he said yes. After having to explain several items on the list and making sure he fully understood the items we were ready for the taxi. The ground controller advised us of the current ATIS and asked if we could accept an intersection on runway 28R, runways 1L/right were being used for departures. We reviewed the card and told him we could accept the intersection east departure. Taxi checklist was called for and I delayed it a bit to get the information off the new ATIS. After resetting the altimeters, I then started the taxi check. The first officer was unfamiliar with the flight instrument check and the thrust reverser check at this time we were already at the runway hold line. I then tuned in the tower as my first officer was briefing the departure. ATC interrupted and cleared us for an immediate departure, traffic 2 mi final. We accepted the immediate and completed the briefing (interrupted) and the runway items as we took the runway for departure. We were now airborne and in the turn when I asked the controller if he wanted us to contact departure, he asked us what SID we were flying. I replied the porte 3. I then realized we were flying the right SID but briefed and set up fot the wrong runway. I took over the controls and started a left turn to a 200 degree heading, apologized, and asked the controller for a vector to get us on the right departure procedure. Seconds later, he came back and gave us control instructions. We were then switched over to departure and advised to call the tower when we arrived at our destination. My first officer was competent in his flying abilities, but not in the lear 31A glass cockpit procedures. One solution when flying with someone who is relatively new would be to complete most of the taxi items while still on the ramp and get the new ATIS prior to the movement of the aircraft. This would leave more time for teaching and allow the crew more time to consider changes made at the last min. Our judgement in this situation was satisfactory but somewhat lacking when it came to accepting the immediate takeoff clearance. Our inaction was failure of both crew members to brief runway change as it pertained to the issued SID. This problem has 2 solutions: one is not to be rushed and be suckered into accepting an immediate unless you are sure all checklist items are completed entirely. Secondly, a first officer should not be released for flight duty unless they are competent in procedures relating to the aircraft they are expected to fly.

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Original NASA ASRS Text

Title: RWY CHANGE, AN IMMEDIATE DEP CLRNC, AND AN INEXPERIENCED COPLT LED TO TKOF WITH THE INCORRECT DEP PROGRAMMED IN THE FMS. CAUGHT EARLY BY ATC, PROB WAS RESOLVED.

Narrative: OUR COMPANY HAS A POLICY OF 'A' AND 'B' CAPTS AND FO'S. 'B' CAPTS WILL NEVER BE PAIRED WITH 'B' FO'S. 'A' CAPT IS CONSIDERED 'A' STATUS WHEN HE HAS 100 HRS PIC IN THE ACFT HE COMMANDS. THE SAME IS TRUE FOR 'A' FO'S 100 HRS IN TYPE. I JUST BECAME AN 'A' CAPT AND WAS PAIRED WITH A FRESH OUT OF IOE FO. MY FO WAS NEW TO THE GLASS COCKPIT OF THE LEAR 31A AND WAS DEFINITELY DEFICIENT IN THE PROCS IN THE OPS OF THE JET. WE WERE TASKED FOR A REPOS LEG TO HOUSTON. THIS WAS TO BE THE ONLY FLT OF THE DAY. BOTH CREW MEMBERS WERE FULLY RESTED FOR THE TRIP. AFTER COMPLETING THE TASK OF STARTING BOTH ENGS, I ASKED MY FO IF HE WOULD LIKE THE AFTER START CHKLIST, HE SAID YES. AFTER HAVING TO EXPLAIN SEVERAL ITEMS ON THE LIST AND MAKING SURE HE FULLY UNDERSTOOD THE ITEMS WE WERE READY FOR THE TAXI. THE GND CTLR ADVISED US OF THE CURRENT ATIS AND ASKED IF WE COULD ACCEPT AN INTXN ON RWY 28R, RWYS 1L/R WERE BEING USED FOR DEPS. WE REVIEWED THE CARD AND TOLD HIM WE COULD ACCEPT THE INTXN E DEP. TAXI CHKLIST WAS CALLED FOR AND I DELAYED IT A BIT TO GET THE INFO OFF THE NEW ATIS. AFTER RESETTING THE ALTIMETERS, I THEN STARTED THE TAXI CHK. THE FO WAS UNFAMILIAR WITH THE FLT INST CHK AND THE THRUST REVERSER CHK AT THIS TIME WE WERE ALREADY AT THE RWY HOLD LINE. I THEN TUNED IN THE TWR AS MY FO WAS BRIEFING THE DEP. ATC INTERRUPTED AND CLRED US FOR AN IMMEDIATE DEP, TFC 2 MI FINAL. WE ACCEPTED THE IMMEDIATE AND COMPLETED THE BRIEFING (INTERRUPTED) AND THE RWY ITEMS AS WE TOOK THE RWY FOR DEP. WE WERE NOW AIRBORNE AND IN THE TURN WHEN I ASKED THE CTLR IF HE WANTED US TO CONTACT DEP, HE ASKED US WHAT SID WE WERE FLYING. I REPLIED THE PORTE 3. I THEN REALIZED WE WERE FLYING THE RIGHT SID BUT BRIEFED AND SET UP FOT THE WRONG RWY. I TOOK OVER THE CTLS AND STARTED A L TURN TO A 200 DEG HDG, APOLOGIZED, AND ASKED THE CTLR FOR A VECTOR TO GET US ON THE RIGHT DEP PROC. SECONDS LATER, HE CAME BACK AND GAVE US CTL INSTRUCTIONS. WE WERE THEN SWITCHED OVER TO DEP AND ADVISED TO CALL THE TWR WHEN WE ARRIVED AT OUR DEST. MY FO WAS COMPETENT IN HIS FLYING ABILITIES, BUT NOT IN THE LEAR 31A GLASS COCKPIT PROCS. ONE SOLUTION WHEN FLYING WITH SOMEONE WHO IS RELATIVELY NEW WOULD BE TO COMPLETE MOST OF THE TAXI ITEMS WHILE STILL ON THE RAMP AND GET THE NEW ATIS PRIOR TO THE MOVEMENT OF THE ACFT. THIS WOULD LEAVE MORE TIME FOR TEACHING AND ALLOW THE CREW MORE TIME TO CONSIDER CHANGES MADE AT THE LAST MIN. OUR JUDGEMENT IN THIS SIT WAS SATISFACTORY BUT SOMEWHAT LACKING WHEN IT CAME TO ACCEPTING THE IMMEDIATE TKOF CLRNC. OUR INACTION WAS FAILURE OF BOTH CREW MEMBERS TO BRIEF RWY CHANGE AS IT PERTAINED TO THE ISSUED SID. THIS PROB HAS 2 SOLUTIONS: ONE IS NOT TO BE RUSHED AND BE SUCKERED INTO ACCEPTING AN IMMEDIATE UNLESS YOU ARE SURE ALL CHKLIST ITEMS ARE COMPLETED ENTIRELY. SECONDLY, A FO SHOULD NOT BE RELEASED FOR FLT DUTY UNLESS THEY ARE COMPETENT IN PROCS RELATING TO THE ACFT THEY ARE EXPECTED TO FLY.

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.