Date: 201704
Local time of day: 0601-1200
Location: VNY.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Challenger CL601
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Flight Instructor
Human factors: Distraction; Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft TA; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Prior to departure Van Nuys (VNY) airport; [we were] given clearance to include the NEWHALL9 departure (SID). The departure was reviewed by both pilots and briefed by the Captain (Pilot Flying) before and during the Takeoff Briefing. The Pilot Flying Number 1 VOR was set with VNY and the Number 2 VOR was set with FIM and R-102. Clearance was issued for runway 16L with 'Climb via the SID; initial 4000 feet.' The tower cleared [us] for takeoff and alerted the crew of a helicopter at 1 o'clock position. Helicopter was seen and acknowledged. Upon taking the runway; the Flight Director was placed in NAV for the departure. Upon liftoff; the Captain (Pilot Flying); changed the Flight Director to Heading (HDG) mode stating 'I know this departure' and began a right turn to 113 degrees upon climbing to 1300 feet. A Traffic Alert (TA) was received from the helicopter after liftoff. In the turn I asked the Captain if he wanted the Flight Director in the NAV mode in which he said yes and he reached up and selected. The command bars showed a turn to the right. The Captain said 'that's not right' and stayed in the left turn hitting the Flight Director HDG button several times. [We were] given a new altitude to climb to and asked if [we were] cleared to 'Climb via the SID.' The controller noted there may be a possible pilot deviation due to the climbing turn. The Captain took over the radio and began explaining his actions and referring to the helicopter that had been noted just prior to takeoff. Throughout the next couple of controllers (SOCAL; LA Center with 2 sector changes); the Captain would take over the radio and talk with the controller. With the 3rd controller change (still LA Center); [we were] was given a number to call for a possible pilot deviation.The NEWHALL9 departure instructs a takeoff from 16L to 'Climb on heading 163 degrees; cross FIM R-102 or D2.2 VNY at or below 1700 feet; then climbing LEFT turn heading 113 degrees to assigned altitude.' After the Captain went to heading and began turning at 1300 feet; the command bars in NAV mode was correctly indicating to turn right; as the left turn was began early prior to the FIM R-102 or D2.2 VNY. After clearing the area; the Captain kept reviewing the NEWHALL 9 SID and noted; 'I see where I went wrong; that's what I get for trying to fly the SID by memory.'It should be noted that the takeoff clearance with the helicopter created a preventable distraction as there was a Traffic Alert (TA) shortly after takeoff. Even the first controller noted that they were 'not sure why takeoff clearance at VNY was given with the helicopter maneuvering near the end of the runway.' Also a contributing factor was that the Captain had been operating from VNY for many years and felt very comfortable with the area and procedures; but it had been a few years prior.Corrective actions include to fly as briefed; be sure to take-off in NAV mode for departure (SID) unless the controller gives something to the contrary. Also; with a crewed aircraft; CRM should be maintained between the Pilot Flying (PF) and the Pilot Non-Flying (PNF). These delineations between the 2 crew members had been discussed previously; that when the autopilot is not engaged; then the PNF is responsible for selecting the correct Flight Director modes and FMS changes; while at the command of the PF. Once the autopilot is engaged then the PF personally selects Flight Director modes and FMS changes; unless he/she directs the PNF otherwise. It is also imperative that SIDs; Approaches; and STARs be followed to their instructions unless other clearance is received from ATC. This applies no matter how much one is familiar with an airport or procedures.




Synopsis: CL-601 First Officer reported a track deviation occurred departing VNY when the flying pilot tried to fly the departure from memory.