Flight Crew Air Transport Pilot (ATP)
Situational Awareness; Training / Qualification; Workload; Human-Machine Interface; Distraction
Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Inflight Event / Encounter Fuel Issue
Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Exited Penetrated Airspace; Flight Crew Returned To Clearance
Aircraft; Human Factors; Procedure
I was pilot not flying. The First Officer; the pilot flying recently completed his first 100 hours in type and is new to the 737. We were cleared for takeoff on Runway 1 via the National 3 SID. On initial climb; the pilot flying failed to maintain adequate course tracking and flew into P-56. Contributing factors included the following. The aircraft was misfueled by almost twice the planned fuel load; 33;000 LBS actual versus 18;000 LBS planned. Pre-takeoff duties thus included conversations with Dispatch and the load agent to ensure aircraft could [legally] depart Runway 1; and then land at an appropriate landing weight at destination. Simply put; we were heavy. Finally; we were mindful more than usual of our departure time due to the presence of a VIP passenger. During takeoff; as the pilot flying rotated the aircraft; he remarked; 'The nose is really heavy.' After liftoff; he appeared to be preoccupied with trimming the aircraft. I stated; 'Get that turn going; crank it over.' He turned left immediately to recapture the course. Once we were established in the turn; ATC asked if we were on course. I replied that we were in the turn and reintercepting. I noted that our track appeared to be west of both fix D341C and GTN; both of which I had input on the fix page during our pre-takeoff briefing for the engine failure procedure. During the climbout I was advised by ATC of a possible violation and provided a phone number to call. Once I arrived at the destination; I called and was advised that we had in fact violated area P-56. In the future; especially at DCA; I will reinforce how important it is to precisely fly the SID. Further; I will be more likely to intervene and take the aircraft if required.
On the rotate command; the nose was very heavy and did not initially respond. After takeoff the nose continued to feel heavy with the yoke in my lap and feeling slightly mushy and somewhat sluggish to respond.  I began the left turn increasing bank to 30 degrees as we accelerated.
A B737-800 flight crew; distracted by sluggish pitch response; failed to turn in a timely manner when flying the National SID off Runway 1 at DCA and briefly entered P-56 while correcting. The aircraft had been fueled to 33;000 LBS of fuel vice the flight plan required 18;000 LBS.