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A gii crew of co-capts failed to follow the teb SID and N90 pointed out a conflict with another aircraft that resulted from their early turn.
| Attributes | |
| ACN | 612131 |
| Time | |
| Date | 200403 |
| Day | Tue |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | airport : teb.airport |
| State Reference | NJ |
| Altitude | msl single value : 2000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : n90.tracon |
| Operator | general aviation : corporate |
| Make Model Name | Gulfstream II |
| Operating Under FAR Part | Part 91 |
| Flight Phase | climbout : intermediate altitude |
| Route In Use | departure sid : teb 5 |
| Flight Plan | IFR |
| Aircraft 2 | |
| Controlling Facilities | tracon : n90.tracon |
| Make Model Name | Any Unknown or Unlisted Aircraft Manufacturer |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp pilot : multi engine pilot : instrument pilot : commercial pilot : cfi |
| Experience | flight time last 90 days : 100 flight time total : 4400 flight time type : 900 |
| ASRS Report | 612131 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain |
| Events | |
| Anomaly | conflict : airborne less severe non adherence : company policies non adherence : published procedure non adherence : far non adherence : clearance other spatial deviation |
| Independent Detector | other controllera |
| Resolutory Action | controller : issued new clearance |
| Consequence | other |
| Supplementary | |
| Problem Areas | Flight Crew Human Performance |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
While executing the teb 5 departure from runway 24, we passed 1500 ft and turned right heading 280 and climbed to 2000 ft. When we changed from tower to departure frequency, they gave us an immediate heading change and said that we were in conflict with other traffic and that we didn't follow the SID. Both the co-captain and I reviewed the SID and determined that we should have ultimately waited till 4.5 DME prior to initiating a climb to 2000 ft. In comparison between the company and commercial plates, the commercial gives a much clearer depiction of the departure procedure. This will be prevented in the future by a more thorough briefing on the approach/departure procedures.
Original NASA ASRS Text
Title: A GII CREW OF CO-CAPTS FAILED TO FOLLOW THE TEB SID AND N90 POINTED OUT A CONFLICT WITH ANOTHER ACFT THAT RESULTED FROM THEIR EARLY TURN.
Narrative: WHILE EXECUTING THE TEB 5 DEP FROM RWY 24, WE PASSED 1500 FT AND TURNED R HDG 280 AND CLBED TO 2000 FT. WHEN WE CHANGED FROM TWR TO DEP FREQ, THEY GAVE US AN IMMEDIATE HDG CHANGE AND SAID THAT WE WERE IN CONFLICT WITH OTHER TFC AND THAT WE DIDN'T FOLLOW THE SID. BOTH THE CO-CAPT AND I REVIEWED THE SID AND DETERMINED THAT WE SHOULD HAVE ULTIMATELY WAITED TILL 4.5 DME PRIOR TO INITIATING A CLB TO 2000 FT. IN COMPARISON BETWEEN THE COMPANY AND COMMERCIAL PLATES, THE COMMERCIAL GIVES A MUCH CLEARER DEPICTION OF THE DEP PROC. THIS WILL BE PREVENTED IN THE FUTURE BY A MORE THOROUGH BRIEFING ON THE APCH/DEP PROCS.
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.