Narrative:

We were cleared for takeoff from teb airport on the teb five departure, radar vectors to coate intersection, and then on course. I was in the right seat with a recently G4 type rated pilot who had approximately 25 hours in G4's in the left seat. (He was the designated PIC for this trip because I did not have a current line check, and he did. The 1ST leg was vny to teb, which I flew.) this was the 2ND leg of our 1ST trip together, so I let him fly this deadhead leg from teb to fok, to reposition for a passenger pickup for the next day. As I went through the checklist, since I was holding the SID on my chart holder, I briefed him on the SID. Departing runway 24, the SID reads 'climb runway heading until reaching 1500 ft, then a right turn to 280 degrees.' after reading that portion of the SID, I became distraction with hold short communications and answering other questions from the PF, so after that, I continued with the checklist, not seeing the rest of the SID which read 'maintain 1500 ft' until passing teb 4.5 DME, then climb and maintain 2000 ft. The altitude that was set in the altitude preselector was 2000 ft. After takeoff, at about 200 ft AGL, the PF, who is normally assigned to a G3 and a G2, hit the go around button on the power levers, thinking it was a pitch sync. The autothrottle disconnect warning sounded, I reengaged it thinking it was a G4 momentary glitch. It sounded again and the autothrottles disconnected again. He hit the go around button several more times, at which point we had a flight guidance computer kick offline. It was beginning to get very confusing as to what was going on, and I told the PF to 'just fly the airplane, and do manual throttles until I get this sorted out.' he hit the go around button again, and this time I saw the 'go around' headline on my 'du.' I then told the PF 'you've been hitting the go around button, not pitch sync, this is not a G3.' normally when I am the PNF, after departure I refer to the SID chart with each turn or altitude change to verify compliance with routing or altitude changes, which in this case I did not do in light of the hectic and confusing events that were transpiring. Where we went wrong, in my opinion was: 1) the PF was from the east coast and told me he did all of his flying on the east coast, and he was very familiar with the area, so I assumed I could relax on going over the SID chart with him, and he responded in a manner that indicated he had it down. 2) because of this, I didn't give him the SID to review after I had given him my briefing on the SID, he just acknowledged he knew it, and it was no problem, and didn't question me. 3) I should have verified 1500 ft was in the preselector, not 2000 ft. 4) if you are brand new to an airplane, make sure you known what the button you are about to push does -- especially on takeoff.

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Original NASA ASRS Text

Title: EARLY CLB TO 2000 FT WHEN ALL ALT XING RESTRS WERE MISSED ON CLBOUT ON TEB DEP BY PIC OF A G-IV OFF RWY 24 AT TEB, NJ.

Narrative: WE WERE CLRED FOR TKOF FROM TEB ARPT ON THE TEB FIVE DEP, RADAR VECTORS TO COATE INTXN, AND THEN ON COURSE. I WAS IN THE R SEAT WITH A RECENTLY G4 TYPE RATED PLT WHO HAD APPROX 25 HRS IN G4'S IN THE L SEAT. (HE WAS THE DESIGNATED PIC FOR THIS TRIP BECAUSE I DID NOT HAVE A CURRENT LINE CHK, AND HE DID. THE 1ST LEG WAS VNY TO TEB, WHICH I FLEW.) THIS WAS THE 2ND LEG OF OUR 1ST TRIP TOGETHER, SO I LET HIM FLY THIS DEADHEAD LEG FROM TEB TO FOK, TO REPOSITION FOR A PAX PICKUP FOR THE NEXT DAY. AS I WENT THROUGH THE CHKLIST, SINCE I WAS HOLDING THE SID ON MY CHART HOLDER, I BRIEFED HIM ON THE SID. DEPARTING RWY 24, THE SID READS 'CLB RWY HDG UNTIL REACHING 1500 FT, THEN A R TURN TO 280 DEGS.' AFTER READING THAT PORTION OF THE SID, I BECAME DISTR WITH HOLD SHORT COMS AND ANSWERING OTHER QUESTIONS FROM THE PF, SO AFTER THAT, I CONTINUED WITH THE CHKLIST, NOT SEEING THE REST OF THE SID WHICH READ 'MAINTAIN 1500 FT' UNTIL PASSING TEB 4.5 DME, THEN CLB AND MAINTAIN 2000 FT. THE ALT THAT WAS SET IN THE ALT PRESELECTOR WAS 2000 FT. AFTER TKOF, AT ABOUT 200 FT AGL, THE PF, WHO IS NORMALLY ASSIGNED TO A G3 AND A G2, HIT THE GAR BUTTON ON THE PWR LEVERS, THINKING IT WAS A PITCH SYNC. THE AUTOTHROTTLE DISCONNECT WARNING SOUNDED, I REENGAGED IT THINKING IT WAS A G4 MOMENTARY GLITCH. IT SOUNDED AGAIN AND THE AUTOTHROTTLES DISCONNECTED AGAIN. HE HIT THE GAR BUTTON SEVERAL MORE TIMES, AT WHICH POINT WE HAD A FLT GUIDANCE COMPUTER KICK OFFLINE. IT WAS BEGINNING TO GET VERY CONFUSING AS TO WHAT WAS GOING ON, AND I TOLD THE PF TO 'JUST FLY THE AIRPLANE, AND DO MANUAL THROTTLES UNTIL I GET THIS SORTED OUT.' HE HIT THE GAR BUTTON AGAIN, AND THIS TIME I SAW THE 'GO AROUND' HEADLINE ON MY 'DU.' I THEN TOLD THE PF 'YOU'VE BEEN HITTING THE GAR BUTTON, NOT PITCH SYNC, THIS IS NOT A G3.' NORMALLY WHEN I AM THE PNF, AFTER DEP I REFER TO THE SID CHART WITH EACH TURN OR ALT CHANGE TO VERIFY COMPLIANCE WITH ROUTING OR ALT CHANGES, WHICH IN THIS CASE I DID NOT DO IN LIGHT OF THE HECTIC AND CONFUSING EVENTS THAT WERE TRANSPIRING. WHERE WE WENT WRONG, IN MY OPINION WAS: 1) THE PF WAS FROM THE EAST COAST AND TOLD ME HE DID ALL OF HIS FLYING ON THE EAST COAST, AND HE WAS VERY FAMILIAR WITH THE AREA, SO I ASSUMED I COULD RELAX ON GOING OVER THE SID CHART WITH HIM, AND HE RESPONDED IN A MANNER THAT INDICATED HE HAD IT DOWN. 2) BECAUSE OF THIS, I DIDN'T GIVE HIM THE SID TO REVIEW AFTER I HAD GIVEN HIM MY BRIEFING ON THE SID, HE JUST ACKNOWLEDGED HE KNEW IT, AND IT WAS NO PROB, AND DIDN'T QUESTION ME. 3) I SHOULD HAVE VERIFIED 1500 FT WAS IN THE PRESELECTOR, NOT 2000 FT. 4) IF YOU ARE BRAND NEW TO AN AIRPLANE, MAKE SURE YOU KNOWN WHAT THE BUTTON YOU ARE ABOUT TO PUSH DOES -- ESPECIALLY ON TKOF.

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.