Narrative:

Legs 1 & 2 earlier in the day; this leg departed teb in the afternoon for the two legs to return to home base. The contract pilot in the left seat briefed the departure and suggested setting the altitude pre-select to 2000 ft. I suggested that the initial altitude was 1500 ft; a turn to 280 degrees and that the SID required the climb to 2000 ft only after the 4.5 DME of teb. This was understood by both and the brief continued. As we were about eight in line for departure; I took the opportunity to reflect that we were light and it would be difficult to stop the climb at 1500 ft. After takeoff on runway 24; vertical speed was selected and the gear and flaps were retracted and the autoplt was selected on at approximately 1100 ft MSL. Because the rate of climb was in excess of 4000 FPM; the autopilot had not a chance of leveling at 1500 ft. I called 500 ft to go and called the rate twice. The PF took little action after two warnings. I called my controls and stopped the climb at about 1750 ft +- and returned to 1500 ft and turned to the 280 degree heading. After regaining the altitude and heading; the autoplt was re-connected and control given back to the pilot flying. As we often operate the airplane in warmer temperatures and at higher weights; changes to cooler temperatures at lower gross weights require good planning and control for those low initial altitudes required by many sids in the high density terminal areas.

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Original NASA ASRS Text

Title: A CL604 DEPARTING TEB ON THE TEB DEP CLB BEFORE CHARTED POINT TO 1750 FT BEFORE DESCENDING BACK TO 1500 FT.

Narrative: LEGS 1 & 2 EARLIER IN THE DAY; THIS LEG DEPARTED TEB IN THE AFTERNOON FOR THE TWO LEGS TO RETURN TO HOME BASE. THE CONTRACT PILOT IN THE LEFT SEAT BRIEFED THE DEP AND SUGGESTED SETTING THE ALT PRE-SELECT TO 2000 FT. I SUGGESTED THAT THE INITIAL ALT WAS 1500 FT; A TURN TO 280 DEGS AND THAT THE SID REQUIRED THE CLB TO 2000 FT ONLY AFTER THE 4.5 DME OF TEB. THIS WAS UNDERSTOOD BY BOTH AND THE BRIEF CONTINUED. AS WE WERE ABOUT EIGHT IN LINE FOR DEP; I TOOK THE OPPORTUNITY TO REFLECT THAT WE WERE LIGHT AND IT WOULD BE DIFFICULT TO STOP THE CLB AT 1500 FT. AFTER TKOF ON RWY 24; VERTICAL SPEED WAS SELECTED AND THE GEAR AND FLAPS WERE RETRACTED AND THE AUTOPLT WAS SELECTED ON AT APPROX 1100 FT MSL. BECAUSE THE RATE OF CLB WAS IN EXCESS OF 4000 FPM; THE AUTOPILOT HAD NOT A CHANCE OF LEVELING AT 1500 FT. I CALLED 500 FT TO GO AND CALLED THE RATE TWICE. THE PF TOOK LITTLE ACTION AFTER TWO WARNINGS. I CALLED MY CONTROLS AND STOPPED THE CLB AT ABOUT 1750 FT +- AND RETURNED TO 1500 FT AND TURNED TO THE 280 DEG HEADING. AFTER REGAINING THE ALT AND HEADING; THE AUTOPLT WAS RE-CONNECTED AND CONTROL GIVEN BACK TO THE PILOT FLYING. AS WE OFTEN OPERATE THE AIRPLANE IN WARMER TEMPERATURES AND AT HIGHER WEIGHTS; CHANGES TO COOLER TEMPERATURES AT LOWER GROSS WEIGHTS REQUIRE GOOD PLANNING AND CONTROL FOR THOSE LOW INITIAL ALTITUDES REQUIRED BY MANY SIDS IN THE HIGH DENSITY TERMINAL AREAS.

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.