Narrative:

I was in the left seat and was the PF. After departing runway 24 from teb; on the teb 5 departure SID; we were level at 1500 ft and were given a climb by ATC departure control to 2000 ft. As we approached the level off altitude I noticed that the automatic throttle was not retarding the power levers as quickly as necessary to slow the aircraft and allow it to level off. I then disengaged the automatic throttles and the autoplt to rectify the situation. The rate of climb was too great to level the aircraft at 2000 ft; because of the automatic throttle power setting. Immediately I nosed the aircraft over but aircraft continued to climb to around 2250 ft; before I could arrest the climb and level off. Before we could start a descent to our assigned 2000 ft; ATC gave us climb to 3000 ft. Nothing was mentioned to us by ATC about altitude deviation that we should be concerned about. There were no aircraft in the immediate surrounding area which we confirmed visually and by TCAS. To prevent this occurrence in the future we need to watch the automatic throttle system more closely and be ready to disengage the automation of the aircraft and hand fly; or manually control our speed and altitude within tighter tolerances. I think sometimes as pilots we rely too heavily on automation and may become a little complacent in familiar areas. I will take this experience as a lesson learned to be more aware in busy phases of flight.

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Original NASA ASRS Text

Title: A CRJ-200 FLT CREW DEPARTING TEB ON THE TEB 5 DEP OVERSHOT CLRNC LIMIT ALT BY 250 FT WHEN THE AUTO THROTTLES WERE SLOW TO RETARD IN LEVELOFF.

Narrative: I WAS IN THE L SEAT AND WAS THE PF. AFTER DEPARTING RWY 24 FROM TEB; ON THE TEB 5 DEP SID; WE WERE LEVEL AT 1500 FT AND WERE GIVEN A CLB BY ATC DEP CTL TO 2000 FT. AS WE APCHED THE LEVEL OFF ALT I NOTICED THAT THE AUTO THROTTLE WAS NOT RETARDING THE POWER LEVERS AS QUICKLY AS NECESSARY TO SLOW THE ACFT AND ALLOW IT TO LEVEL OFF. I THEN DISENGAGED THE AUTO THROTTLES AND THE AUTOPLT TO RECTIFY THE SITUATION. THE RATE OF CLB WAS TOO GREAT TO LEVEL THE ACFT AT 2000 FT; BECAUSE OF THE AUTO THROTTLE POWER SETTING. IMMEDIATELY I NOSED THE ACFT OVER BUT ACFT CONTINUED TO CLB TO AROUND 2250 FT; BEFORE I COULD ARREST THE CLB AND LEVEL OFF. BEFORE WE COULD START A DSCNT TO OUR ASSIGNED 2000 FT; ATC GAVE US CLB TO 3000 FT. NOTHING WAS MENTIONED TO US BY ATC ABOUT ALT DEVIATION THAT WE SHOULD BE CONCERNED ABOUT. THERE WERE NO ACFT IN THE IMMEDIATE SURROUNDING AREA WHICH WE CONFIRMED VISUALLY AND BY TCAS. TO PREVENT THIS OCCURRENCE IN THE FUTURE WE NEED TO WATCH THE AUTO THROTTLE SYSTEM MORE CLOSELY AND BE READY TO DISENGAGE THE AUTOMATION OF THE ACFT AND HAND FLY; OR MANUALLY CTL OUR SPEED AND ALT WITHIN TIGHTER TOLERANCES. I THINK SOMETIMES AS PLTS WE RELY TOO HEAVILY ON AUTOMATION AND MAY BECOME A LITTLE COMPLACENT IN FAMILIAR AREAS. I WILL TAKE THIS EXPERIENCE AS A LESSON LEARNED TO BE MORE AWARE IN BUSY PHASES OF FLT.

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.