Narrative:

While on the ruudy four departure out of teb; I made the inadvertent error of allowing my altitude to deviate above the 1;500 ft floor restriction on the first part of the departure procedure. The first part of the departure procedure is clear in stating 'climb heading 240 degrees to intercept course 260 degrees to wentz; cross wentz at 1;500...' I crossed wentz at about 1;700+-; while recognizing my error. I quickly arrested my ascent at which time ATC then cleared us to climb to 6;000 and turn on course to our initially assigned fix along our flight. There were not any ATC or TA alerts that I was aware of from this inadvertent altitude deviation. This is a clear cut case of positive aircraft control; staying ahead of the aircraft; and not rushing. The first two items are easier to justify in this case then the last contributing factor of being rushed. Being new to this airplane it does take some getting used too. People who fly the CE680 know it is a rocket ship for lack of better term; it really wants to fly. The teb airspace is difficult and demanding; one must be on top of their game. Therefore it is necessary to stay on top on the aircraft; reduce power; and arrest climb rates sooner. I think that nerves combined relatively low time in type were the main factors causing loss of positive aircraft control; contributing ultimately to the busted altitude. Finally; we were rushed out onto the runway while only briefing the SID quickly. Even though we had done it many times; in this case we should have delayed our departure and completed a full brief considering the many involved steps in this SID. This factor certainly did not help our case and made it a more difficult situation to contest with. Factors to take away from this are and prevent further mishaps are simple; staying ahead of the plane; briefing the SID properly even if that means delaying; and maintaining positive aircraft control. The captain flying with me (I was pilot flying) was certainly on top of things and assisted in quickly pointing out the error and helping arrest the climb. He taught me more about trim use when flying the plane which is a very big component to maintaining positive aircraft control with regards to CE680. In the future; combined with the other aspects discussed above; trim will certainly be on the top of my list.

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Original NASA ASRS Text

Title: CE680 First Officer describes the factors leading up to an altitude deviation during the RUUDY 4 departure from TEB.

Narrative: While on the RUUDY Four departure out of TEB; I made the inadvertent error of allowing my altitude to deviate above the 1;500 FT floor restriction on the first part of the departure procedure. The first part of the departure procedure is clear in stating 'Climb heading 240 degrees to intercept course 260 degrees to WENTZ; cross WENTZ at 1;500...' I crossed WENTZ at about 1;700+-; while recognizing my error. I quickly arrested my ascent at which time ATC then cleared us to climb to 6;000 and turn on course to our initially assigned fix along our flight. There were not any ATC or TA alerts that I was aware of from this inadvertent altitude deviation. This is a clear cut case of positive aircraft control; staying ahead of the aircraft; and not rushing. The first two items are easier to justify in this case then the last contributing factor of being rushed. Being new to this airplane it does take some getting used too. People who fly the CE680 know it is a rocket ship for lack of better term; it really wants to fly. The TEB airspace is difficult and demanding; one must be on top of their game. Therefore it is necessary to stay on top on the aircraft; reduce power; and arrest climb rates sooner. I think that nerves combined relatively low time in type were the main factors causing loss of positive aircraft control; contributing ultimately to the busted altitude. Finally; we were rushed out onto the runway while only briefing the SID quickly. Even though we had done it many times; in this case we should have delayed our departure and completed a full brief considering the many involved steps in this SID. This factor certainly did not help our case and made it a more difficult situation to contest with. Factors to take away from this are and prevent further mishaps are simple; staying ahead of the plane; briefing the SID properly even if that means delaying; and maintaining positive aircraft control. The Captain flying with me (I was pilot flying) was certainly on top of things and assisted in quickly pointing out the error and helping arrest the climb. He taught me more about trim use when flying the plane which is a very big component to maintaining positive aircraft control with regards to CE680. In the future; combined with the other aspects discussed above; trim will certainly be on the top of my list.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.