Narrative:

Falcon 20 experienced a FMS irregularity. The flight was given a clearance for the RUUDY2 SID for runway 24 out of teb. The crew and aircraft are current and qualified for RNAV departures. The crew inputted the SID in both universal FMS systems in this aircraft. The crew then verified the SID's waypoints/altitudes with a paper chart. The SID was verified to be correct in the flight plan page of both FMS systems. The crew also verified that both HSI's were selected with FMS; and both flight directors were on navigation/localizer. Crew then briefed each other on the the departure before engine start. On the initial portion of the RUUDY2 SID runway 24 it states; climb heading 240 to intercept 260 course to wentz at 1;500; then via 280 track to tasca at 2;000 or assigned by ATC. On initial climbout on the SID both FMS's had a message; 'no intercept'. Then both HSI's had flags that appeared. The FMS was no longer performing the intercept procedure to the wentz waypoint. This aircraft also has a data/overlay on the radar. While the first officer was assessing the FMS situation the captain could see on the data/overlay; on the radar; that it appeared to be at the intercept point of the 260 course to wentz. The aircraft was then turned on a 260 heading to proceed to wentz. The crew then selected direct to wentz on both FMS systems. The FMS showed that the aircraft was passed wentz and was on to tasca. The crew then climbed to 2;000. At this point ATC informed us that we were at the wrong altitude because the aircraft was not at wentz at that point; which should be an altitude of 1;500. There was no aircraft conflict or TCAS conflict. Crew immediately descended back down to 1;500. The crew then notified ATC of the FMS error being experienced on the RUUDY2 SID; and asked for a vector. New york departure acknowledged the information and gave a vector for us to fly. After flying vectors for a short period; ATC asked if there were any further GPS problems. Crew could not determine any further problems. ATC gave a direct route to a waypoint further along the planned flight planned route. The crew programmed both FMS systems to that point; and then verified the heading shown by the FMS to ATC. ATC confirmed that was the correct heading to the waypoint along the flight planned and allowed the aircraft to turn towards that waypoint. We did not experience any further FMS incidents for the remainder of the flight.

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Original NASA ASRS Text

Title: A high performance corporate jet flight crew departed on the TEB Runway 24 RUUDY2 SID with the FMS properly programmed and engaged after takeoff. The aircraft did not lock on to the track and so crew flying manually on visual map data climbed prematurely to 2;000 FT.

Narrative: Falcon 20 experienced a FMS irregularity. The flight was given a clearance for the RUUDY2 SID for Runway 24 out of TEB. The crew and aircraft are current and qualified for RNAV departures. The crew inputted the SID in both Universal FMS systems in this aircraft. The crew then verified the SID's waypoints/altitudes with a paper chart. The SID was verified to be correct in the flight plan page of both FMS systems. The crew also verified that both HSI's were selected with FMS; and both flight directors were on NAV/LOC. Crew then briefed each other on the the departure before engine start. On the initial portion of the RUUDY2 SID runway 24 it states; climb heading 240 to intercept 260 course to WENTZ at 1;500; then via 280 track to TASCA at 2;000 or assigned by ATC. On initial climbout on the SID both FMS's had a message; 'no intercept'. Then both HSI's had flags that appeared. The FMS was no longer performing the intercept procedure to the WENTZ waypoint. This aircraft also has a DATA/OVERLAY on the radar. While the First Officer was assessing the FMS situation the Captain could see on the DATA/OVERLAY; on the radar; that it appeared to be at the intercept point of the 260 course to WENTZ. The aircraft was then turned on a 260 heading to proceed to WENTZ. The crew then selected DIRECT to WENTZ on both FMS systems. The FMS showed that the aircraft was passed WENTZ and was on to TASCA. The crew then climbed to 2;000. At this point ATC informed us that we were at the wrong altitude because the aircraft was not at WENTZ at that point; which should be an altitude of 1;500. There was no aircraft conflict or TCAS conflict. Crew immediately descended back down to 1;500. The crew then notified ATC of the FMS error being experienced on the RUUDY2 SID; and asked for a vector. New York Departure acknowledged the information and gave a vector for us to fly. After flying vectors for a short period; ATC asked if there were any further GPS problems. Crew could not determine any further problems. ATC gave a direct route to a waypoint further along the planned flight planned route. The crew programmed both FMS systems to that point; and then verified the heading shown by the FMS to ATC. ATC confirmed that was the correct heading to the waypoint along the flight planned and allowed the aircraft to turn towards that waypoint. We did not experience any further FMS incidents for the remainder of the flight.

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.