Narrative:

The falcon we were flying has a highly modified avionics suite from the standard aircraft. I was flying with a contract pilot who had flown this particular aircraft; and the avionics package; only once before. We were cleared to depart teb on runway 24 on the RUUDY2 RNAV SID to dixie; then via V276 prepi. The SID contains an initial climb and routing; and then says expect vectors to assigned route/fix. We had loaded the SID from the FMS database exactly as cleared (i.e. After ruudy and 280 degree heading; the next point was dixie). Note: after the initial routing; the published SID shows a number of available fixes (including dixie and col) but no information concerning airways between them. They are not drawn to scale so relative position is inaccurate. We departed teb on runway 24 and complied with all SID restrictions. We were given a vector and a climb clearance to 6000 feet. As we were leveling-off at 6;000 feet; we were given a clearance to turn left to 120 degrees and intercept the 350 degree radial of col (colts neck VOR). This was not on our cleared routing and was fairly close. I initially estimated the VOR to be 10-15 miles away. I pulled the power back; restated the heading to my copilot and began the turn. My copilot pulled out the airways chart; which was in the cockpit but folded; and; since col was not included in our clearance; was trying to determine what the controller intended and set up the radios. My copilot appeared to be considering the appropriate way to display the radial on my instruments using the FMS and it appeared I might need to provide some clarification. At that point; we received a clearance to turn right to 220 degrees to intercept the col 350 degree radial. It was not clear to me whether I had misheard the first digit in the initial heading or whether we were on top of the radial when given the intercept clearance and flown through it. I complied and turned but still did not have a course available. At this time; my copilot set the col frequency in the VOR and put up the radial on his HSI. I looked over to orient myself and as I looked back to my instruments saw the airspeed was increasing through about 330 KIAS. I pulled the power to idle and applied speed brakes. As we were slowing; we were queried as to our airspeed by the controller. He gave us a vector to the west which gave us a few moments to determine the relationship between col and review our cleared route. He asked us if we could accept the clearance; which we could and he re-cleared us back on departure routing.clearly; I allowed myself to become distracted and did not verify an adequate power reduction after the aircraft had leveled at 6000 feet. However; the published SID advised the crew to expect a clearance to the assigned fix (dixie) and the use of non-published departure procedures on an RNAV SID substantially increased an already high workload setting the stage for the distraction. It should be noted that the SID; as published; does little to support the procedure being used by the controller. The SID is not to scale; does not include a frequency for the col VOR; show the col radial; nor airway routings between any fixes. I would suggest that; had the published SID included the col frequency; depicted the col 350 radial; and shown the victor airways from col to dixie (and white); then the controller's expectations would have been clear to the crew and there would have been no issue. As it is; the clearance required the crew to pull out a different chart to identify proper non-published; intermediate airway routing while on a RNAV SID. Being unaware of the local procedure; receiving no warning of the expected routing from our clearance; and receiving an ambiguous clearance from the TRACON (not as depicted on the SID chart) all contributed to the distractions that set the stage for the airspeed excursion.

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Original NASA ASRS Text

Title: A Falcon Flight Crew with a First Officer inexperienced with the modified FMS avionics suffered track and airspeed deviations departing TEB. Departure Control clearances which did not correspond with their assigned RUUDY RNAV SID contributed to the confusion.

Narrative: The Falcon we were flying has a highly modified avionics suite from the standard aircraft. I was flying with a contract pilot who had flown this particular aircraft; and the avionics package; only once before. We were cleared to depart TEB on Runway 24 on the RUUDY2 RNAV SID to DIXIE; then via V276 PREPI. The SID contains an initial climb and routing; and then says EXPECT vectors to assigned route/fix. We had loaded the SID from the FMS database exactly as cleared (i.e. after RUUDY and 280 degree heading; the next point was DIXIE). Note: After the initial routing; the published SID shows a number of available fixes (including DIXIE and COL) but no information concerning airways between them. They are not drawn to scale so relative position is inaccurate. We departed TEB on Runway 24 and complied with all SID restrictions. We were given a vector and a climb clearance to 6000 feet. As we were leveling-off at 6;000 feet; we were given a clearance to turn left to 120 degrees and intercept the 350 degree radial of COL (Colts Neck VOR). This was not on our cleared routing and was fairly close. I initially estimated the VOR to be 10-15 miles away. I pulled the power back; restated the heading to my copilot and began the turn. My copilot pulled out the airways chart; which was in the cockpit but folded; and; since COL was not included in our clearance; was trying to determine what the Controller intended and set up the radios. My copilot appeared to be considering the appropriate way to display the radial on my instruments using the FMS and it appeared I might need to provide some clarification. At that point; we received a clearance to turn right to 220 degrees to intercept the COL 350 degree radial. It was not clear to me whether I had misheard the first digit in the initial heading or whether we were on top of the radial when given the intercept clearance and flown through it. I complied and turned but still did not have a course available. At this time; my copilot set the COL frequency in the VOR and put up the radial on his HSI. I looked over to orient myself and as I looked back to my instruments saw the airspeed was increasing through about 330 KIAS. I pulled the power to idle and applied speed brakes. As we were slowing; we were queried as to our airspeed by the Controller. He gave us a vector to the west which gave us a few moments to determine the relationship between COL and review our cleared route. He asked us if we could accept the clearance; which we could and he re-cleared us back on departure routing.Clearly; I allowed myself to become distracted and did not verify an adequate power reduction after the aircraft had leveled at 6000 feet. However; the published SID advised the crew to expect a clearance to the assigned fix (DIXIE) and the use of non-published departure procedures on an RNAV SID substantially increased an already high workload setting the stage for the distraction. It should be noted that the SID; as published; does little to support the procedure being used by the controller. The SID is not to scale; does not include a frequency for the COL VOR; show the COL radial; nor airway routings between any fixes. I would suggest that; had the published SID included the COL frequency; depicted the COL 350 radial; and shown the Victor airways from COL to DIXIE (and WHITE); then the Controller's expectations would have been clear to the crew and there would have been no issue. As it is; the clearance required the crew to pull out a different chart to identify proper non-published; intermediate airway routing while on a RNAV SID. Being unaware of the local procedure; receiving no warning of the expected routing from our clearance; and receiving an ambiguous clearance from the TRACON (not as depicted on the SID chart) all contributed to the distractions that set the stage for the airspeed excursion.

Data retrieved from NASA's ASRS site as of April 2012 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.