Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 21; Flight Crew Total 8350; Flight Crew Type 35
Confusion; Communication Breakdown; Human-Machine Interface; Workload; Time Pressure
Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Staffing; Environment - Non Weather Related; Human Factors
Flight was night; VMC Part 91 reposition flight; IFR flight plan; from MMU. Crew was me only; no passengers; no revenue; [I] usually fly aircraft as a two crew. This was beginning of issue. Aircraft is a Proline 21 with IFIS. Proline 21 Exp is about 190 hours of 8;600 hour career. IFIS Jeppesen charts with PL21 experience about 40 hours. Departure clearance was Morristown Two direct SBJ then as filed; 2;000 FT; 4;000 FT/10 minutes; departure Runway 5. I loaded clearance into FMS correctly; and executed. I did not bring up the Morristown 2 departure on the MFD as the airport diagram was being used to taxi. I set the Flight Director Mode to Heading for takeoff to runway heading. The FMS showed radar vector for the departure cleared for takeoff and accelerated takeoff on runway heading and climbed to 2;000 FT MSL. I failed to push 'NAV' at 400 AGL so the guidance for the prescribed turn to the south-southeast was never conveyed. When airborne I switched the MFD to map and TCAS Mode. I became aware I was in the wrong place reaching 2;000 FT when MMU ATC switched me to New York Departure. My confusion was implied at their question. I told them 'I think so.' New York gave me a climb to 4;000 FT and a turn to 165 degrees then 180 degrees then direct my first fix.Contributing factors - only one crew on aircraft; [I am] used to two. Lack of backup charts on aircraft iPad no Jeppesen yet still learning IFIS; not yet well into flow.Corrective actions - print all paper charts for airport in use.Action/inaction - producing with takeoff without review of departure failure to engage FMS. Best before takeoff roll in this case not recognizing that no data presented to NAV pointer.Human factors - new situation; loss of round instruments and established procedures.Judgment - departing less organized than required given the automation additional demands for information sources and proper display.
A BE-90 pilot used to flying as a crew of two with a Proline 21 FMS; had a track deviation after he departed solo on the Morristown Six SID and then failed to selected the Flight Director NAV Mode which caused the aircraft to remain in the heading Mode; off the SID.