Date: 201301
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream V / G500 / G550
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Corporate
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Human-Machine Interface; Situational Awareness; Training / Qualification; Confusion
Anomaly: Deviation - Altitude Undershoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew FLC Overrode Automation; Flight Crew Became Reoriented
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: On departure I as Captain elected to let a new First Officer fly the leg. This is only the second time since his training that he has flown the actual aircraft; and in addition; it is our company policy that the First Officer will not fly from the left seat; but only from the right seat.I have flown as Captain on commuter airlines for 2 years; but that was almost 25 years prior to this flight. I have not been trained from the left seat for a pilot flying from the right seat in this type of aircraft. Before our departure we had briefed the departure; and were comfortable with the plan. This departure requires that you maintain 1;700 FT until 2.2 DME from the VOR. I elected to stay in a manual mode and not use the automation at that time.After the 2.2 DME fix we were to make a right turn to 210 heading; climb to 4;000 FT; and get radar vectors to the next fix. The takeoff went OK; but the aircraft was very light; and the First Officer was not leveling quickly enough to maintain the required altitude; so I was distracted from the DME fix; and worked with him to get the plane leveled off by 1;700 FT. After that our FMS autotuned to another VOR; and we lost our DME. By the time I got it back we had passed our DME fix; and needed to climb and turn.It got a bit confusing at this point; but we got things back together; and the remainder of the flight was uneventful. We were not asked any questions from Departure; nor did we get any terrain notice. There is a group of hills off the departure end of the runway; and we were fairly low before we turned; and continued our climb.I bring all of this up in regard to the new task of training from a position I am not that familiar with at this time; and not using the automation which I had. Some of the reason for not using the automation is that upon the turn I have found the plane sometimes will sequence to the next fix without remaining on the required heading. In retrospect I should have monitored the automation; instead of trying to train; and monitor a raw data situation. I do not believe our company has any policies concerning this type of situation; but I will definitely address this in the future. I have flown this aircraft for many years; but this is only the second time I have allowed someone to fly from the right seat with myself monitoring from the left. It does present a very different situation as events occur. I have gotten used to visualizing things from the right seat while someone is flying; but the reversal of that makes things quite different.




Synopsis: Gulfstream V corporate flight crew deviated from departure procedure. Captain stated distraction dealing with First Officer climb rate was a contributor to the incident.