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A ce-750 captain failed to comply with the altitude restrictions on the ruudy SID from teb.
| Attributes | |
| ACN | 886982 |
| Time | |
| Date | 201005 |
| Local Time Of Day | 1801-2400 |
| Place | |
| Locale Reference | N90.TRACON |
| State Reference | NY |
| Environment | |
| Flight Conditions | VMC |
| Light | Dusk |
| Aircraft 1 | |
| Make Model Name | Citation X (C750) |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Takeoff |
| Route In Use | SID RUUDY TWO |
| Flight Plan | IFR |
| Person 1 | |
| Function | Captain Pilot Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Experience | Flight Crew Last 90 Days 100 Flight Crew Total 12300 Flight Crew Type 3000 |
| Events | |
| Anomaly | Deviation - Altitude Overshoot Deviation - Procedural Clearance Deviation - Procedural Published Material / Policy |
Narrative:
Departing teb we were assigned the ruudy two departure. This was brought up out of the database and loaded in the active flight plan. The procedure calls for a close in turn after takeoff that is only shown as a slightly bent course line on the airport plate but is a separate coded waypoint in the flight plan. The 1500 ft restriction (in the FMS) appears as both the change in course point and the hard; crossing altitude as wentz. When briefing the departure; I was concerned about the short distance (2.0 NM) between wentz (at 1500 ft) and tasco (at 2000 ft). After departure; I leveled at 1500 ft and then started my climb to 2000 ft after passing the first waypoint on the flight plan page of the FMS/information; not the first waypoint on the pictorial SID. This is a procedure with a significant number of course and altitude changes in a short space of time. I had in my head to climb to 2000 ft after the first waypoint (as per the pictorial SID); when the FMS had coded the climb after the second waypoint. My recommendation is to add a second waypoint to the pictorial SID as the point where the course changes from 240 degrees to 260 degrees and I would engage the autopilot much sooner after takeoff to give me more situational awareness. The pictorial SID should be a closer representation to the FMS's screen coding and vice versa.
Original NASA ASRS Text
Title: A CE-750 Captain failed to comply with the altitude restrictions on the RUUDY SID from TEB.
Narrative: Departing TEB we were assigned the RUUDY TWO Departure. This was brought up out of the database and loaded in the active flight plan. The procedure calls for a close in turn after takeoff that is only shown as a slightly bent course line on the airport plate but is a separate coded waypoint in the flight plan. The 1500 FT restriction (in the FMS) appears as both the change in course point and the hard; crossing altitude as WENTZ. When briefing the departure; I was concerned about the short distance (2.0 NM) between WENTZ (at 1500 FT) and TASCO (at 2000 FT). After departure; I leveled at 1500 FT and then started my climb to 2000 FT after passing the first waypoint on the flight plan page of the FMS/INFO; NOT the first waypoint on the pictorial SID. This is a procedure with a significant number of course and altitude changes in a short space of time. I had in my head to climb to 2000 FT after the first waypoint (as per the pictorial SID); when the FMS had coded the climb after the second waypoint. My recommendation is to add a second waypoint to the pictorial SID as the point where the course changes from 240 degrees to 260 degrees and I would engage the autopilot much sooner after takeoff to give me more situational awareness. The pictorial SID should be a closer representation to the FMS's screen coding and vice versa.
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.