EMB-505 / Phenom 300
Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human-Machine Interface; Time Pressure; Workload
Deviation - Altitude Undershoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Air Traffic Control Provided Assistance; Flight Crew Became Reoriented
Human Factors
Briefed the departure out of ZZZ that didn't include a required level off; so I was going to hand fly the first part of the takeoff to ensure the altitude was captured. Started the next part of the climb; but did not activate NAV after that point so didn't start the left turn as required. ATC directed us to a new heading and as I was turning; we were approaching the next level off. The copilot informed me we were approaching the altitude at a high rate and we corrected quickly to avoid violating the level off altitude. We activated the autopilot and held our altitude and ATC asked if we were climbing as we had missed his altitude change instructions and expedited our climb at his request.A much more thorough brief by the Pilot Flying to ensure all sections of the departure are more thoroughly covered in the minds of both crewmembers.
We departed [Runway] XXR from ZZZ on the RNAV departure. Having briefed the 1.7DME crossing south of the ZZZ VOR; we focused our attention to verify our altitude at that point of 1;700 ft. Upon making the crossing; we were asked to contact Departure; and the Captain said aloud that we were to climb to FL230 (as depicted on the departure); I responded that we were only cleared to 4;000 ft. as previously briefed. We simultaneously crossed over the ZZZZZ intersection as I checked in with Departure and the aircraft did not immediately make the turn as depicted on the chart. I noticed the Captain manipulating the mode control panel and then saw ROL [Roll] was active in the PFD; ZZZ TRACON cleared us to turn left heading 350 and climb FL190 expedited through 7;000 feet. I was assisting the Captain with our lateral navigation during this time by suggesting and attempting to select heading mode; I was unaware that the autopilot had been engaged as there was no call to-do; so the Captain had selected it himself sometime earlier. By this time; the Captain had already moved the heading to 035 instead of 350 and I was focusing on reminding him of the correct heading of 350 as we continued our climb. Because of task saturation; the altitude alerter wasn't adjusted from 4;000 ft to FL190; as we approached 4;000 feet the altitude did not capture. I momentarily pushed on the controls to level the aircraft as there was no verification between us of a climb past 4;000 feet and I was worried about a potential altitude deviation. Shortly thereafter rolling out on a 350 heading; the Controller asked if we were climbing to FL190 as he showed us level at 4;000 feet. We then began our climb to FL190 and expedited through 7;000 feet. The Captain later admitted never hearing the clearance to FL190. I do not believe any lateral or vertical deviations were experienced outside of a delayed climb.This was our first flight together again after over a week off. Although the appropriate briefings were completed; they appeared to be disregarded once in flight. I believe the Captain became tunnel-visioned on the aircraft mode controller and subsequently; I was focused on what was happening with aircraft control. As Pilot Monitoring; I was never asked to engage the autopilot; subsequently confusing me in a time of task saturation. Although I replied to the climb request from ATC; I was immediately occupied with lateral navigation and failed to confirm the newly assigned altitude with the Captain who also did not hear the transmission.
EMB-505 flight crew reported task saturation on departure resulting in heading/altitude deviations.