Narrative:

Cause of occurrence was non adherence to SID. I was PF; and departure was loaded in FMS but SID is based on mileage from teb (4.5) VORTAC. Instead of displaying the VOR information on both HSI's; that would also allow the display of the DME mileage; #1 (master) selector was sent to FMS; and the repeat #2 was also depressed on the left side mode selector. The #2 side (co-pilot's side) was selected as 'FMS repeat;' and because repeat #2 was selected on the left side; the selector on the right side would not allow a change to mode on right side (that should have been set to VOR; not FMS to display the correct mileage). Additionally; this was my first departure flown in this airplane with this FMS at this airport (although I have flown this departure dozens of times in a different airplane) so FMS was selected on the mode selector as we had done in the previous airplane for this departure procedure (tetro.5/runway 24). We should have selected VOR on both sides to display the DME mileage. With the FMS set; the mileage displayed on the HSI was to the first waypoint; not from the VOR which led to confusion on when to climb to the intermediate altitude of 2000 ft MSL too soon (prior to 4.5 DME). It took several minutes to ascertain the source of the problem; which involved de-selecting the repeat #2 on the left side mode selector to allow both sides to select the correct input. During this time our airspeed increased above 250 KTS below 10000 ft MSL momentarily. During cruise to our destination we autopsied our performance and cause(south) for our deviation from the SID; and we determined that next time we need to set both sides to VOR so we both have a display of the DME mileage prior to continuing the procedure via vectors (where we would then select FMS on both sides to continue on the procedure). Contributing factors to this occurrence were fatigue (night flight at the end of the day); and in my case; lack of familiarity with this airplane and FMS and proper mode selection for this phase of flight. Other factors are the SID itself. This procedure (and others at teb) requires the pilot to fly heading based on altitude and distance; rather than use waypoints for the SID and determine climb profiles. I think a better procedure rather than headings would be to have waypoints at each change of direction or altitude; and this could be loaded into the FMS for situational awareness and so the pilots have more definitive information and do not have to switch from VOR to FMS modes at a critical time of flight (low and fast with a lot of small airplane traffic; changing headings; altitudes; and frequencies; etc). Waypoints would greatly aid the pilots flying this procedure and I have always wondered why this particular airport has such a cryptic procedure in such a critical location (under newark arrs). Next time we will select VOR on both sides in the initial part of this procedure; and will double check to see that one side mode selector or the other will not inhibit the other side from working as intended.

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Original NASA ASRS Text

Title: IAI1124 WESTWIND FLT CREW FAILS TO COMPLY WITH TEB SID FROM TEB.

Narrative: CAUSE OF OCCURRENCE WAS NON ADHERENCE TO SID. I WAS PF; AND DEP WAS LOADED IN FMS BUT SID IS BASED ON MILEAGE FROM TEB (4.5) VORTAC. INSTEAD OF DISPLAYING THE VOR INFORMATION ON BOTH HSI'S; THAT WOULD ALSO ALLOW THE DISPLAY OF THE DME MILEAGE; #1 (MASTER) SELECTOR WAS SENT TO FMS; AND THE REPEAT #2 WAS ALSO DEPRESSED ON THE L SIDE MODE SELECTOR. THE #2 SIDE (CO-PILOT'S SIDE) WAS SELECTED AS 'FMS REPEAT;' AND BECAUSE REPEAT #2 WAS SELECTED ON THE L SIDE; THE SELECTOR ON THE R SIDE WOULD NOT ALLOW A CHANGE TO MODE ON R SIDE (THAT SHOULD HAVE BEEN SET TO VOR; NOT FMS TO DISPLAY THE CORRECT MILEAGE). ADDITIONALLY; THIS WAS MY FIRST DEP FLOWN IN THIS AIRPLANE WITH THIS FMS AT THIS ARPT (ALTHOUGH I HAVE FLOWN THIS DEP DOZENS OF TIMES IN A DIFFERENT AIRPLANE) SO FMS WAS SELECTED ON THE MODE SELECTOR AS WE HAD DONE IN THE PREVIOUS AIRPLANE FOR THIS DEP PROC (TETRO.5/RWY 24). WE SHOULD HAVE SELECTED VOR ON BOTH SIDES TO DISPLAY THE DME MILEAGE. WITH THE FMS SET; THE MILEAGE DISPLAYED ON THE HSI WAS TO THE FIRST WAYPOINT; NOT FROM THE VOR WHICH LED TO CONFUSION ON WHEN TO CLB TO THE INTERMEDIATE ALTITUDE OF 2000 FT MSL TOO SOON (PRIOR TO 4.5 DME). IT TOOK SEVERAL MINUTES TO ASCERTAIN THE SOURCE OF THE PROBLEM; WHICH INVOLVED DE-SELECTING THE REPEAT #2 ON THE L SIDE MODE SELECTOR TO ALLOW BOTH SIDES TO SELECT THE CORRECT INPUT. DURING THIS TIME OUR AIRSPEED INCREASED ABOVE 250 KTS BELOW 10000 FT MSL MOMENTARILY. DURING CRUISE TO OUR DEST WE AUTOPSIED OUR PERFORMANCE AND CAUSE(S) FOR OUR DEV FROM THE SID; AND WE DETERMINED THAT NEXT TIME WE NEED TO SET BOTH SIDES TO VOR SO WE BOTH HAVE A DISPLAY OF THE DME MILEAGE PRIOR TO CONTINUING THE PROC VIA VECTORS (WHERE WE WOULD THEN SELECT FMS ON BOTH SIDES TO CONTINUE ON THE PROC). CONTRIBUTING FACTORS TO THIS OCCURRENCE WERE FATIGUE (NIGHT FLT AT THE END OF THE DAY); AND IN MY CASE; LACK OF FAMILIARITY WITH THIS AIRPLANE AND FMS AND PROPER MODE SELECTION FOR THIS PHASE OF FLT. OTHER FACTORS ARE THE SID ITSELF. THIS PROC (AND OTHERS AT TEB) REQUIRES THE PLT TO FLY HEADING BASED ON ALTITUDE AND DISTANCE; RATHER THAN USE WAYPOINTS FOR THE SID AND DETERMINE CLB PROFILES. I THINK A BETTER PROC RATHER THAN HEADINGS WOULD BE TO HAVE WAYPOINTS AT EACH CHANGE OF DIRECTION OR ALTITUDE; AND THIS COULD BE LOADED INTO THE FMS FOR SITUATIONAL AWARENESS AND SO THE PLTS HAVE MORE DEFINITIVE INFORMATION AND DO NOT HAVE TO SWITCH FROM VOR TO FMS MODES AT A CRITICAL TIME OF FLT (LOW AND FAST WITH A LOT OF SMALL AIRPLANE TFC; CHANGING HEADINGS; ALTITUDES; AND FREQUENCIES; ETC). WAYPOINTS WOULD GREATLY AID THE PLTS FLYING THIS PROC AND I HAVE ALWAYS WONDERED WHY THIS PARTICULAR ARPT HAS SUCH A CRYPTIC PROC IN SUCH A CRITICAL LOCATION (UNDER NEWARK ARRS). NEXT TIME WE WILL SELECT VOR ON BOTH SIDES IN THE INITIAL PART OF THIS PROC; AND WILL DOUBLE CHK TO SEE THAT ONE SIDE MODE SELECTOR OR THE OTHER WILL NOT INHIBIT THE OTHER SIDE FROM WORKING AS INTENDED.

Data retrieved from NASA's ASRS site as of May 2009 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.