Narrative:

During climb out from teb, ZNY assigned 17000 ft. Climbing through 16500 ft, the PNF noticed the altitude alert set on 19000 ft. When asked for clarification the controller initially stated 'cleared to 6000 ft -- no, 17000 ft, 17000 ft.' by this time the aircraft was at 17500 ft and returned to 17000 ft. Flight was a demonstration flight with a CE650 type rated captain in both left and right seats. The crew had never flown together and had no real CRM skills established. The incorrect altitude could have easily been noticed earlier by the PF but he was new to the avionics and was not concentrating on the PNF's actions. Good CRM is a must, especially when crews are unfamiliar with each other. Supplemental information from acn 326588: the customer was in the left seat, operator's pilot in right seat, and I was in jump seat. PNF, right seat, was very busy with checklist, ATC, and unfamiliar pilot in left seat. Customer in left seat was concentrating on flying aircraft configured slightly different than his. I was unable to hear radio very well in jump seat because of passenger distrs. The way to have prevented this would have been for PF to have been listening more attentively. Also, I should have been listening more carefully so that I could have discovered the PNF dialing in the wrong altitude. Demonstrating the aircraft is more demanding, therefore we should have been more alert and helpful.

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Original NASA ASRS Text

Title: COMPANY PLT IN R SEAT, POSSIBLE BUYER FLYING THE C650 AND JUMP SEAT PAX MISS THE ASSIGNED ALT WHEN ISSUED. ALTDEV.

Narrative: DURING CLBOUT FROM TEB, ZNY ASSIGNED 17000 FT. CLBING THROUGH 16500 FT, THE PNF NOTICED THE ALT ALERT SET ON 19000 FT. WHEN ASKED FOR CLARIFICATION THE CTLR INITIALLY STATED 'CLRED TO 6000 FT -- NO, 17000 FT, 17000 FT.' BY THIS TIME THE ACFT WAS AT 17500 FT AND RETURNED TO 17000 FT. FLT WAS A DEMONSTRATION FLT WITH A CE650 TYPE RATED CAPT IN BOTH L AND R SEATS. THE CREW HAD NEVER FLOWN TOGETHER AND HAD NO REAL CRM SKILLS ESTABLISHED. THE INCORRECT ALT COULD HAVE EASILY BEEN NOTICED EARLIER BY THE PF BUT HE WAS NEW TO THE AVIONICS AND WAS NOT CONCENTRATING ON THE PNF'S ACTIONS. GOOD CRM IS A MUST, ESPECIALLY WHEN CREWS ARE UNFAMILIAR WITH EACH OTHER. SUPPLEMENTAL INFO FROM ACN 326588: THE CUSTOMER WAS IN THE L SEAT, OPERATOR'S PLT IN R SEAT, AND I WAS IN JUMP SEAT. PNF, R SEAT, WAS VERY BUSY WITH CHKLIST, ATC, AND UNFAMILIAR PLT IN L SEAT. CUSTOMER IN L SEAT WAS CONCENTRATING ON FLYING ACFT CONFIGURED SLIGHTLY DIFFERENT THAN HIS. I WAS UNABLE TO HEAR RADIO VERY WELL IN JUMP SEAT BECAUSE OF PAX DISTRS. THE WAY TO HAVE PREVENTED THIS WOULD HAVE BEEN FOR PF TO HAVE BEEN LISTENING MORE ATTENTIVELY. ALSO, I SHOULD HAVE BEEN LISTENING MORE CAREFULLY SO THAT I COULD HAVE DISCOVERED THE PNF DIALING IN THE WRONG ALT. DEMONSTRATING THE ACFT IS MORE DEMANDING, THEREFORE WE SHOULD HAVE BEEN MORE ALERT AND HELPFUL.

Data retrieved from NASA's ASRS site as of July 2007 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.