Narrative:

On the TEB5 departure with autoplt and autothrottles engaged; the flaps were raised and a short time after the altitude captured at 1500 ft. I noticed the aircraft turning right towards heading 280 degrees; the pitch decreased and the autothrottles pulled back. I was looking outside for traffic I saw on TCAS before and followed the frequency change of the first officer from tower to departure. The next thing we heard was the altitude warning as the aircraft climbed through 1800 ft. The altitude mode still showed altitude captured. I deselected the autoplt and started descending towards 1500 ft but at the same time departure cleared us to 6000 ft. We think the maximum altitude was around 1850 ft but the data will have to be verified through flight data monitoring. It is standard procedure of our operation to raise the flaps when passing the takeoff safety speed vfto. We followed this SOP but because of the noise abatement procedure at teb we reached vfto later than usual. Level off; heading change and a change in configuration at the same time was more than automation was able to cope with. The lesson learned: in a similar situation I would delay the configuration change in order to give the automation system enough time to react or fly in a mode of less automation.

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Original NASA ASRS Text

Title: CHALLENGER CL604 FLT CREW HAS AN ALT DEV DURING TEB5 DEP.

Narrative: ON THE TEB5 DEP WITH AUTOPLT AND AUTOTHROTTLES ENGAGED; THE FLAPS WERE RAISED AND A SHORT TIME AFTER THE ALTITUDE CAPTURED AT 1500 FT. I NOTICED THE ACFT TURNING R TOWARDS HDG 280 DEGS; THE PITCH DECREASED AND THE AUTOTHROTTLES PULLED BACK. I WAS LOOKING OUTSIDE FOR TFC I SAW ON TCAS BEFORE AND FOLLOWED THE FREQ CHANGE OF THE FO FROM TOWER TO DEP. THE NEXT THING WE HEARD WAS THE ALTITUDE WARNING AS THE ACFT CLBED THROUGH 1800 FT. THE ALTITUDE MODE STILL SHOWED ALT CAPTURED. I DESELECTED THE AUTOPLT AND STARTED DESCENDING TOWARDS 1500 FT BUT AT THE SAME TIME DEP CLRED US TO 6000 FT. WE THINK THE MAXIMUM ALTITUDE WAS AROUND 1850 FT BUT THE DATA WILL HAVE TO BE VERIFIED THROUGH FLT DATA MONITORING. IT IS STANDARD PROC OF OUR OPERATION TO RAISE THE FLAPS WHEN PASSING THE TAKEOFF SAFETY SPEED VFTO. WE FOLLOWED THIS SOP BUT BECAUSE OF THE NOISE ABATEMENT PROC AT TEB WE REACHED VFTO LATER THAN USUAL. LEVEL OFF; HEADING CHANGE AND A CHANGE IN CONFIGURATION AT THE SAME TIME WAS MORE THAN AUTOMATION WAS ABLE TO COPE WITH. THE LESSON LEARNED: IN A SIMILAR SITUATION I WOULD DELAY THE CONFIGURATION CHANGE IN ORDER TO GIVE THE AUTOMATION SYSTEM ENOUGH TIME TO REACT OR FLY IN A MODE OF LESS AUTOMATION.

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.