Eclipse 500
Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Flight Crew Last 90 Days 20; Flight Crew Total 3500; Flight Crew Type 1500
Situational Awareness; Workload; Confusion; Distraction; Human-Machine Interface
Conflict Airborne Conflict; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory
Aircraft; Procedure; Human Factors
Apparently the waypoints for the departure procedure were not loaded into the flight plan by the FMS although the SID was selected and loaded. I did overlook the fact that the waypoints on the departure were missing from the FMS sequence even though I did compare the waypoints that were loaded into the FMS with the ones on my NAV Log. The obvious reason I missed it was because I had not filed the departure electronically but was assigned to it by Clearance Delivery so they were not on the NAV log and when I was comparing everything matched. When I loaded the departure procedure in the FMS now that I think about it; the waypoint list said 'discontinuity' after the departure airport in the sequence. This is not abnormal but usually means that the departure or arrival procedure is simply radar vectors to a fix. As I briefed myself on the departure procedure prior to leaving an hour later it did not occur to me that I was missing the waypoints. I just knew that I had the correct departure procedure loaded and I was just thinking that the FMS would sequence through the appropriate waypoints as usual. The main thing that I was focusing on was the two altitude restrictions on the SID; making sure that I had the altitudes memorized and ready to execute them correctly. The first was to cross WENTZ at 1;500 and then to cross TASCA at 2;000. I was also aware that these fixes were fairly close to the airport and close together. After executing the takeoff and climbing out safely I transitioned to navigating the departure procedure. I selected my command bars to navigate and started tracking the course depicted on the SID. I made sure that I got to 1;500 FT but when I did not see WENTZ on my map or flight plan sequence I assumed that I must have just passed it as I knew it was close to the airport and immediately after the climb and turn. Having thought I was behind and passed the waypoint I immediately began a climb to 2;000 as to not miss the next altitude restriction. As I was leveling out I realized that the next waypoint on the SID did not match the one that I was attempting to navigate too and I realized that I was situationally unaware and could be at the wrong altitude. Almost immediately the Controller was contacting me (after not answering my initial check in moments earlier) and issuing me a command to turn to a new heading in order to avoid traffic and informed me where I was in relation to the assigned course. The cause of this deviation was due to my improper brief of the departure procedure and most likely the acceptance of a departure procedure that my FMS may not be capable of. It is also my belief that the departure procedure should not be able to be selected and loaded into the FMS flight plan sequence if it does not include the appropriate waypoints for the procedure. This is not typical of my flying. I consider myself a very safe and thorough pilot. With 10 years of professional flying experience I have never had another deviation. I have reviewed the procedure and the chain of events leading up to this situation and I will certainly learn from it. I believe this will make me a better pilot and especially more aware of little things that any amount of complacency may bring about.
An EA50 pilot was assigned the TEB RUUDY 4 RNAV Departure which was different from his filed SID and subsequently he missed the waypoint constraints because the FMS did not load the SID.