Narrative:

Deviation occurred on the teb 5 departure off of runway 24. The departure requires a climb on runway heading to 1500 ft MSL. Then turn to heading 280 degrees. After reaching 4.5 DME from teb VOR; continue climb to 2000 ft MSL. My first officer; who was the pilot flying; overshot the initial 1500 ft altitude by 300 ft initially. I told him to go back to 1500 ft. He did this initially; but as the airspeed increased; he drifted back up to 2000 ft prior to the 4.5 teb VOR DME. On initial contact with ny departure; the controller commented on our premature climb to 2000 ft. He then cleared us up to 8000 ft. Our aircraft was TCAS equipped; and we had no conflict with any other aircraft. I had been flying with this particular first officer for the last couple of weeks. He is extremely low time with only a few hours in lear jets. I have had to take control of the aircraft from him several times during this period. I tried to talk him through the departure without having to take the aircraft from him again. Obviously; this was a bad idea. I should have made this somewhat complicated departure myself and given the aircraft to him after we were at a safe speed and altitude. Adding to the complexity of the departure itself was the fact that the main landing gear inboard gear doors 'thumped' several times before they finally closed.

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Original NASA ASRS Text

Title: A LJ35 FLOWN BY A LOW TIME FO LEVELED AT 1800 FT ON THE TEB 5 DEP BEFORE DESCENDING TO 1500 FT THEN DRIFTING UP TO 2000 FT BEFORE THE 4.5 DME.

Narrative: DEVIATION OCCURRED ON THE TEB 5 DEP OFF OF RWY 24. THE DEP REQUIRES A CLB ON RWY HDG TO 1500 FT MSL. THEN TURN TO HDG 280 DEGS. AFTER REACHING 4.5 DME FROM TEB VOR; CONTINUE CLB TO 2000 FT MSL. MY FO; WHO WAS THE PLT FLYING; OVERSHOT THE INITIAL 1500 FT ALT BY 300 FT INITIALLY. I TOLD HIM TO GO BACK TO 1500 FT. HE DID THIS INITIALLY; BUT AS THE AIRSPEED INCREASED; HE DRIFTED BACK UP TO 2000 FT PRIOR TO THE 4.5 TEB VOR DME. ON INITIAL CONTACT WITH NY DEP; THE CTLR COMMENTED ON OUR PREMATURE CLB TO 2000 FT. HE THEN CLRED US UP TO 8000 FT. OUR ACFT WAS TCAS EQUIPPED; AND WE HAD NO CONFLICT WITH ANY OTHER ACFT. I HAD BEEN FLYING WITH THIS PARTICULAR FO FOR THE LAST COUPLE OF WEEKS. HE IS EXTREMELY LOW TIME WITH ONLY A FEW HRS IN LEAR JETS. I HAVE HAD TO TAKE CTL OF THE ACFT FROM HIM SEVERAL TIMES DURING THIS PERIOD. I TRIED TO TALK HIM THROUGH THE DEP WITHOUT HAVING TO TAKE THE ACFT FROM HIM AGAIN. OBVIOUSLY; THIS WAS A BAD IDEA. I SHOULD HAVE MADE THIS SOMEWHAT COMPLICATED DEP MYSELF AND GIVEN THE ACFT TO HIM AFTER WE WERE AT A SAFE SPEED AND ALT. ADDING TO THE COMPLEXITY OF THE DEP ITSELF WAS THE FACT THAT THE MAIN LNDG GEAR INBOARD GEAR DOORS 'THUMPED' SEVERAL TIMES BEFORE THEY FINALLY CLOSED.

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.