Gulfstream IV / G350 / G450
Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Flight Crew Last 90 Days 90; Flight Crew Total 23000; Flight Crew Type 2300
Communication Breakdown; Human-Machine Interface
Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Human Factors; Procedure
I am employed with an air charter company as PIC operating under FAR 135. The company manages an aircraft that can be operated under FAR 91 when utilized by the aircraft owner. I was assigned a series of flights with a pilot to fly as SIC operated part 91 that was working for various company's part time as a SIC on the same type of aircraft. On departure on this flight shortly after takeoff I made a turn too soon that is in violation of the SID that was caused by an error programmed in the FMS. The error was recognized by ATC; myself; and the SIC at the same time. ATC gave us vectors. As PIC I am ultimately responsible however I believe that if our company operating procedures were utilized and understood better through training to the same level as required by FAR 135 standard operating procedures would better prevent this type of error.
Very rushed departure out of LGAV. After lengthy delay on ground for security check of our passengers; and I think we also had a slot time to meet; ATC issued us the SID as we were taxiing or about to taxi. It was difficult to find the SID on iPad; but I did locate it. While taxiing; PIC was having difficulty finding SID. I don't think he ever found it. He asked me to read the text description; which I did. It required flying straight out for a specified distance; and then turning right to first NAVAID in the flight plan. PIC acknowledged the verbal description. ATC asked if we were ready for takeoff and PIC said 'yes'; although I preferred more time (Hadn't even fastened my shoulder harness). We took off in LNAV (PIC's decision) and PIC turned right to NAVAID after takeoff as SID was apparently not loaded in FMS. ATC told us that it appeared that we had turned early.CRM is always important; and is even more important when operating in foreign country and under perceived time pressure. CRM best practice would be to ask FO if he is ready; rather than unilateral decision; and to fully brief the departure; etc. Company policy is to take off in heading mode; and this is an example of when heading mode would have assured initial compliance with SID.Not aware of any traffic conflict in connection with this incident.
GIV flight crew reported turning earlier on departure due to the FMC not being programmed correctly.