THE FLT WAS CLRED THE MIDWAY 4 DEP FROM RWY 31C AT MDW. CLB TO 3000 FT AND TURN R TO A HDG OF 090 DEG. THE ACFT WAS VERY LIGHT AND MAX PERFORMANCE WAS USED DUE TO RWY LENGTH AND COMPANY PROC. THE RATE OF CLB WAS 6000 FPM DURING THE TURN AND A TCASII TA WAS RECEIVED THEN DISAPPEARED. THE FO STOPPED THE TURN ON N AND THE TFC WAS SEEN VISUALLY. A R TURN WAS CONTINUED BUT NOT BEFORE THE CTLR SAID THE SID PARAMETERS WERE EXCEEDED AND TURN TO A HDG OF 140 DEGS.

Narrative

FLT WAS CLRED VIA THE MIDWAY 4 DEP FROM RWY 31C AT MDW ARPT. THE ISSUED CLRNC WAS TO CLB TO 3000 FT AND TURN R TO A HDG OF 090 DEGS. THE ACFT WAS VERY LIGHT IN WT AND MAX PERFORMANCE WAS USED DUE TO THE RWY LENGTH AND COMPANY PROCS. THE FO IS FAIRLY NEW IN THIS ACFT AND THE PERFORMANCE ON TKOF WAS SPECTACULAR. WE REACHED 3000 FT IN A MATTER OF SECONDS; HOWEVER; LEAVING 1600 FT WE BEGAN A R TURN TOWARD OUR ASSIGNED HDG OF 090 DEGS. DURING THE TURN A TA WAS RECEIVED BRIEFLY ON TCASII; AND THEN DISAPPEARED. OUR RATE OF CLB WAS APPROX 6000 FPM DURING THE TURN. THE FO STOPPED HIS TURN ON AN APPROX N HDG WHEN THE TCASII ALERT WAS RECEIVED AND I VISUALLY IDENTED THE TFC; DEFINITELY A HVY JET (PROBABLY A B747) AND POINTED IT OUT TO THE FO. WE CONTINUED ON A N HDG DURING THIS PERIOD AND EXCEEDED THE PARAMETERS OF ILS MIDWAY 4 SID. A R TURN WAS CONTINUED IMMEDIATELY AFTER VISUAL IDENT OF THE ACFT. ATC POINTED OUT THAT WE HAD EXCEEDED THE PARAMETERS OF THE SID AND WE CONTINUED THENCE WITH NO FURTHER INCIDENT. CONTRIBUTING FACTORS FOR VIOLATING THE SID: 1) FO'S NEWNESS TO THE ACFT PERTAINING TO THE SPECTACULAR PERFORMANCE OF AN EMPTY B757 USING MAX PWR. 2) TIGHT PARAMETERS OF THE SID. 3) DIFFERENCE IN THE SID VERSUS STANDARD COMPANY PROCS FOR TKOF. 4) TCASII TA DURING THE TKOF AND CLB THAT DISTRACTED BOTH PLTS; AND CAUSED THE FO TO STOP HIS TURN TO THE ASSIGNED HDG. 5) VISUAL IDENT OF THE CONCERNED ACFT. OVERALL; AURAL AND VISUAL DISTRS DURING TKOF AND CLB RESULTED IN TURN NOT BEING MAINTAINED TO REMAIN WITHIN THE BOUNDARIES OF THE SID. SAFETY WAS NOT VIOLATED.