A g-iv flight crew's lack of familiarity with the newark 9 SID off runway 22R resulted in confusion ...

Narrative:

We were cleared via the newark 9 departure; radar vectors dixie; V276; [etc]. As a crew; we read over the newark 9 departure chart; but missed the box that read 'routing.' the efb's we are using show only a portion of the page; which is no excuse. However; the 'take-off runway 22R' depiction box of the commercially published chart we were using shows heading 220 with many; many arrows following this 220 degree heading; which appears to imply 'go straight.'when we contacted departure; he said go to elvae. When we brought the newark 9 out of the database; the departure procedure ended with the heading of 220 degrees. No other transitions were available to us and there was no mention of a transition elvae or radial 350 to col then the 192 radial to dixie. We were presented with a discontinuity and placed dixie as the next waypoint in our FMS; we are trained to leave this discontinuity in place. After switching to departure; he said fly to elvae. When we did not have elvae in the FMS [database]; he said to intercept the radial 350 to col; herein lies the problem.as we read the newark 9 departure; with no mention of the word 'thence;' we assumed we would go straight and get vectors to dixie; as per our clearance. Another problem arises when we; as a flight crew; are highly tasked after takeoff; a controller would ask us to intercept a radial. As you know we bring these departures out of the database and fly them in 'blue needle.' we have just taken off in LNAV mode; 'blue needle;' and now we are tasked to go back to 'green needle;' VOR mode at a critical time.the conversation was heightened because of the confusion. We accept responsibility for not reading the section 'route.' however; what happened could have been avoided by using the words; 'your transition is elvae' in our clearance. We expected radar vectors; 'dixie.' the chart should have the word 'thence' after the many; many arrows symbol showing the 220 degree heading. This would have helped.after takeoff the autopilot is turned on as soon as possible to let automation fly the departure so we can look out the window and see conflicts. When we had to go heads down as we did with the multiple keystroke FMS programming required to comply with the clearance; situational awareness was compromised.in summary; we entirely missed the 'routing' box; our mistake and we apologize. However; there is a lot of ambiguity in these new charts and the way clearance delivery issues clearances. Using a printed-paper chart would have made the crew more aware of the whole chart; this will be done in the future. We are trained to takeoff with both pilots using the same lateral navigation mode. Procedures are best flown in LNAV mode; with both pilots monitoring the same information. Departures that are retrievable and verifiable from the FMS are the safest way to conduct departures.

Original NASA ASRS Text

Title: A G-IV flight crew's lack of familiarity with the Newark 9 SID off Runway 22R resulted in confusion in the cockpit; a track deviation; and considerable post-event reflection on the part of the crew.

Narrative: We were cleared via the Newark 9 Departure; radar vectors DIXIE; V276; [etc]. As a crew; we read over the Newark 9 Departure chart; but missed the box that read 'Routing.' The EFB's we are using show only a portion of the page; which is no excuse. However; the 'TAKE-OFF Runway 22R' depiction box of the commercially published chart we were using shows heading 220 with many; many arrows following this 220 degree heading; which appears to imply 'go straight.'When we contacted Departure; he said go to ELVAE. When we brought the Newark 9 out of the database; the departure procedure ended with the heading of 220 degrees. No other transitions were available to us and there was no mention of a transition ELVAE or radial 350 to COL then the 192 radial to DIXIE. We were presented with a discontinuity and placed DIXIE as the next waypoint in our FMS; we are trained to leave this discontinuity in place. After switching to Departure; he said fly to ELVAE. When we did not have ELVAE in the FMS [database]; he said to intercept the radial 350 to COL; herein lies the problem.As we read the Newark 9 Departure; with no mention of the word 'thence;' we assumed we would go straight and get vectors to DIXIE; as per our clearance. Another problem arises when we; as a flight crew; are highly tasked after takeoff; a Controller would ask us to intercept a radial. As you know we bring these departures out of the database and fly them in 'Blue Needle.' We have just taken off in LNAV mode; 'Blue Needle;' and now we are tasked to go back to 'Green Needle;' VOR mode at a critical time.The conversation was heightened because of the confusion. We accept responsibility for not reading the section 'ROUTE.' However; what happened could have been avoided by using the words; 'your transition is ELVAE' in our clearance. We expected radar vectors; 'DIXIE.' The chart should have the word 'thence' after the many; many arrows symbol showing the 220 degree heading. This would have helped.After takeoff the autopilot is turned on as soon as possible to let automation fly the departure so we can look out the window and see conflicts. When we had to go heads down as we did with the multiple keystroke FMS programming required to comply with the clearance; situational awareness was compromised.In summary; we entirely missed the 'ROUTING' box; our mistake and we apologize. However; there is a lot of ambiguity in these new charts and the way Clearance Delivery issues clearances. Using a printed-paper chart would have made the crew more aware of the whole chart; this will be done in the future. We are trained to takeoff with both pilots using the same lateral NAV mode. Procedures are best flown in LNAV mode; with both pilots monitoring the same information. Departures that are retrievable and verifiable from the FMS are the safest way to conduct departures.

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.

Attributes
ACN	977195
Time
Date	201110
Local Time Of Day	0601-1200
Place
Locale Reference	EWR.Airport
State Reference	NJ
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Make Model Name	Gulfstream IV / G350 / G450
Operating Under FAR Part	Part 91
Flight Phase	Climb
Route In Use	Vectors
Flight Plan	IFR
Component
Aircraft Component	Electronic Flt Bag (EFB)
Person 1
Function	First Officer Pilot Not Flying
Qualification	Flight Crew Air Transport Pilot (ATP) Flight Crew Instrument
Experience	Flight Crew Last 90 Days 72 Flight Crew Total 8700 Flight Crew Type 1450
Person 2
Function	Captain Pilot Flying
Qualification	Flight Crew Air Transport Pilot (ATP)
Experience	Flight Crew Last 90 Days 64 Flight Crew Total 13541 Flight Crew Type 3450
Events
Anomaly	Aircraft Equipment Problem Less Severe Deviation - Procedural Clearance Deviation - Procedural Published Material / Policy Deviation - Track / Heading All Types

A g-iv flight crew's lack of familiarity with the newark 9 SID off runway 22R resulted in confusion in the cockpit; a track deviation; and considerable post-event reflection on the part of the crew.