Narrative:

I was the non-flying pilot. The PF and I had briefed the departure three times -- once on the ramp; once on the taxi out and once just prior to takeoff. There was not any confusion on understanding the requirements of the departure. The departure was programmed into the FMS and the correct altitude was put in the altitude selector -- 1500 ft. The PF took off with the navigation selected to fly the departure from the FMS. After takeoff; the initial climb; and turn at 800 ft to 280 degrees was done; I performed the immediate after take-off items -- flaps; gear; and radio calls. I looked up and noticed the PF was hand flying the aircraft and had gone above the 1500 ft altitude limit on the departure. The altitude read-out showed approximately 1700 ft. I told him to descend to 1500 ft. He corrected and nosed the aircraft down toward 1500 ft. I momentarily looked outside the aircraft and when I glanced back in; the PF had allowed the altitude of the aircraft to descend below 1500 ft down to approximately 1200 ft. I immediately told him he was too low and to climb. The controller also at that time called and said we were too low and to climb back to 1500 ft. I told him we were already in the process of climbing. He then gave us a clearance to climb to 10000 ft and to climb to a heading of 270 degrees. The PF then while climbing momentarily flew on a heading of 300 degrees for a short time but quickly got the aircraft on correct heading of 270 degrees and established a normal climb to 10000 ft. Soon after climbing out of approximately 3000 ft; the PF engaged the autoplt and the flight resumed with no further problems. The PF is new to the aircraft with low time in type. I feel like he was performing slightly behind the aircraft in a busy environment. He has; however; had plenty of experience flying in that environment in other jet aircraft. We de-briefed after the flight and discussed the situation. I also feel that this might have been preventable had he been completely dedicated to 'flying the aircraft' and had called for certain items to have been done instead of trying to do things himself; ie; turning heading selector and reaching to turn on the autoplt. More time and experience in the aircraft type would also have helped. I should have also considered flying that leg myself.

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Original NASA ASRS Text

Title: A GV DEPARTING TEB CLIMBED THROUGH THE CROSSING RESTRICTION OF 1500 FT ON THE DEPARTURE TO 1700 FT. WHEN THE PNF POINTED OUT THE DEVIATION; THE PF DESCENDED TO 1200 FT; WHICH PROMPTED A COMMENT FROM ATC.

Narrative: I WAS THE NON-FLYING PLT. THE PF AND I HAD BRIEFED THE DEP THREE TIMES -- ONCE ON THE RAMP; ONCE ON THE TAXI OUT AND ONCE JUST PRIOR TO TKOF. THERE WAS NOT ANY CONFUSION ON UNDERSTANDING THE REQUIREMENTS OF THE DEP. THE DEP WAS PROGRAMMED INTO THE FMS AND THE CORRECT ALT WAS PUT IN THE ALT SELECTOR -- 1500 FT. THE PF TOOK OFF WITH THE NAV SELECTED TO FLY THE DEP FROM THE FMS. AFTER TKOF; THE INITIAL CLB; AND TURN AT 800 FT TO 280 DEGS WAS DONE; I PERFORMED THE IMMEDIATE AFTER TAKE-OFF ITEMS -- FLAPS; GEAR; AND RADIO CALLS. I LOOKED UP AND NOTICED THE PF WAS HAND FLYING THE ACFT AND HAD GONE ABOVE THE 1500 FT ALT LIMIT ON THE DEP. THE ALT READ-OUT SHOWED APPROX 1700 FT. I TOLD HIM TO DESCEND TO 1500 FT. HE CORRECTED AND NOSED THE ACFT DOWN TOWARD 1500 FT. I MOMENTARILY LOOKED OUTSIDE THE ACFT AND WHEN I GLANCED BACK IN; THE PF HAD ALLOWED THE ALT OF THE ACFT TO DESCEND BELOW 1500 FT DOWN TO APPROX 1200 FT. I IMMEDIATELY TOLD HIM HE WAS TOO LOW AND TO CLB. THE CTLR ALSO AT THAT TIME CALLED AND SAID WE WERE TOO LOW AND TO CLB BACK TO 1500 FT. I TOLD HIM WE WERE ALREADY IN THE PROCESS OF CLBING. HE THEN GAVE US A CLEARANCE TO CLB TO 10000 FT AND TO CLB TO A HEADING OF 270 DEGS. THE PF THEN WHILE CLBING MOMENTARILY FLEW ON A HEADING OF 300 DEGS FOR A SHORT TIME BUT QUICKLY GOT THE ACFT ON CORRECT HEADING OF 270 DEGS AND ESTABLISHED A NORMAL CLB TO 10000 FT. SOON AFTER CLBING OUT OF APPROX 3000 FT; THE PF ENGAGED THE AUTOPLT AND THE FLT RESUMED WITH NO FURTHER PROBS. THE PF IS NEW TO THE ACFT WITH LOW TIME IN TYPE. I FEEL LIKE HE WAS PERFORMING SLIGHTLY BEHIND THE ACFT IN A BUSY ENVIRONMENT. HE HAS; HOWEVER; HAD PLENTY OF EXPERIENCE FLYING IN THAT ENVIRONMENT IN OTHER JET ACFT. WE DE-BRIEFED AFTER THE FLT AND DISCUSSED THE SITUATION. I ALSO FEEL THAT THIS MIGHT HAVE BEEN PREVENTABLE HAD HE BEEN COMPLETELY DEDICATED TO 'FLYING THE ACFT' AND HAD CALLED FOR CERTAIN ITEMS TO HAVE BEEN DONE INSTEAD OF TRYING TO DO THINGS HIMSELF; IE; TURNING HEADING SELECTOR AND REACHING TO TURN ON THE AUTOPLT. MORE TIME AND EXPERIENCE IN THE ACFT TYPE WOULD ALSO HAVE HELPED. I SHOULD HAVE ALSO CONSIDERED FLYING THAT LEG MYSELF.

Data retrieved from NASA's ASRS site as of May 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.