Narrative:

The teb 5 departure runway 24 requires you fly runway heading to 1500 ft then right turn to a 280 degree heading. On departure the highest altitude I saw was 1620 ft approximately 120 ft high. On tue/apr/05 I flew the same departure and used a normal rate of climb approximately 1000-1500 ft/min for a smooth transition. When we contacted ny departure they were anxious for us to start our right turn; I believe to avoid newark airspace. With this in mind and from past runway 24 departures with similar calls from departure I decided to climb quicker; approximately 2000FT/min; to reach my leveloff and turn sooner. As I passed 1200 ft I reduced power selected heading on my FD rechked my altitude selector set at 1500 ft and altitude select was the active mode on the FD. My command bars were still showing climb indications as I passed approximately 1400 ft. I realized my FD did not capture the altitude and I started to level off but could not stop at 1500 ft. Ny departure called and told us to descend although we had already initiated the descent. The departure controller was very professional and reminded us how important it is to level at 1500 ft because of newark's arrival corridor overhead. He told us there was no other traffic or conflict; and reminded us to be extra diligent in the future. I believe the main cause of this deviation was my increased climb rate. My normal routine for power reduction and release of back pressure needed to be started sooner. Contributing factors were my attempt to anticipate ny departure wanting us to expedite the climb to 1500 ft; the FD not capturing the altitude and the momentary distraction of setting my FD/crew resource management to heading before we leveled off. The departure was thoroughly briefed; the flight management system (FMS) and FD were set for takeoff. In the future I intended to use my normal rate of climb and make sure the FD has captured the altitude before I start considering the turn. From a crew resource management standpoint I will have the co-pilot select the FD heading mode so I can concentrate on the departure. Normally the co-pilot has a very high workload on this departure and therefore; I chose to set my FD myself. In the past 5 yrs I have personally flown this departure in the aircraft and the simulator dozens of times without incident and believe this to be an anomaly. I will remind myself of this incident for quite some time and use it as a tool to improve my departure briefs and my crew resource management discussion.

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Original NASA ASRS Text

Title: A FALCON 50 DEPARTING TEB EXCEEDED THE INITIAL 1500 FT LEVELOFF ALT BY 120 FT AS THE FD COMMANDED A CONTINUING CLB.

Narrative: THE TEB 5 DEP RWY 24 REQUIRES YOU FLY RWY HDG TO 1500 FT THEN R TURN TO A 280 DEG HDG. ON DEP THE HIGHEST ALT I SAW WAS 1620 FT APPROX 120 FT HIGH. ON TUE/APR/05 I FLEW THE SAME DEP AND USED A NORMAL RATE OF CLB APPROX 1000-1500 FT/MIN FOR A SMOOTH TRANSITION. WHEN WE CONTACTED NY DEP THEY WERE ANXIOUS FOR US TO START OUR R TURN; I BELIEVE TO AVOID NEWARK AIRSPACE. WITH THIS IN MIND AND FROM PAST RWY 24 DEPS WITH SIMILAR CALLS FROM DEP I DECIDED TO CLB QUICKER; APPROX 2000FT/MIN; TO REACH MY LEVELOFF AND TURN SOONER. AS I PASSED 1200 FT I REDUCED POWER SELECTED HDG ON MY FD RECHKED MY ALT SELECTOR SET AT 1500 FT AND ALT SELECT WAS THE ACTIVE MODE ON THE FD. MY COMMAND BARS WERE STILL SHOWING CLB INDICATIONS AS I PASSED APPROX 1400 FT. I REALIZED MY FD DID NOT CAPTURE THE ALT AND I STARTED TO LEVEL OFF BUT COULD NOT STOP AT 1500 FT. NY DEP CALLED AND TOLD US TO DSND ALTHOUGH WE HAD ALREADY INITIATED THE DSCNT. THE DEP CTLR WAS VERY PROFESSIONAL AND REMINDED US HOW IMPORTANT IT IS TO LEVEL AT 1500 FT BECAUSE OF NEWARK'S ARR CORRIDOR OVERHEAD. HE TOLD US THERE WAS NO OTHER TFC OR CONFLICT; AND REMINDED US TO BE EXTRA DILIGENT IN THE FUTURE. I BELIEVE THE MAIN CAUSE OF THIS DEV WAS MY INCREASED CLB RATE. MY NORMAL ROUTINE FOR POWER REDUCTION AND RELEASE OF BACK PRESSURE NEEDED TO BE STARTED SOONER. CONTRIBUTING FACTORS WERE MY ATTEMPT TO ANTICIPATE NY DEP WANTING US TO EXPEDITE THE CLB TO 1500 FT; THE FD NOT CAPTURING THE ALT AND THE MOMENTARY DISTRACTION OF SETTING MY FD/CREW RESOURCE MGMNT TO HDG BEFORE WE LEVELED OFF. THE DEP WAS THOROUGHLY BRIEFED; THE FLT MGMNT SYSTEM (FMS) AND FD WERE SET FOR TKOF. IN THE FUTURE I INTENDED TO USE MY NORMAL RATE OF CLB AND MAKE SURE THE FD HAS CAPTURED THE ALT BEFORE I START CONSIDERING THE TURN. FROM A CREW RESOURCE MGMNT STANDPOINT I WILL HAVE THE CO-PLT SELECT THE FD HDG MODE SO I CAN CONCENTRATE ON THE DEP. NORMALLY THE CO-PLT HAS A VERY HIGH WORKLOAD ON THIS DEP AND THEREFORE; I CHOSE TO SET MY FD MYSELF. IN THE PAST 5 YRS I HAVE PERSONALLY FLOWN THIS DEP IN THE ACFT AND THE SIMULATOR DOZENS OF TIMES WITHOUT INCIDENT AND BELIEVE THIS TO BE AN ANOMALY. I WILL REMIND MYSELF OF THIS INCIDENT FOR QUITE SOME TIME AND USE IT AS A TOOL TO IMPROVE MY DEP BRIEFS AND MY CREW RESOURCE MGMNT DISCUSSION.

Data retrieved from NASA's ASRS site as of January 2009 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.