Narrative:

We were cleared for the TEB5 departure off runway 24. The departure procedure was briefed prior to takeoff and it was agreed we would set 2;000 ft in the altitude window but manually fly the departure and maintain 1;500 ft until passing 4.5 DME teb as the SID calls for. We were about #8 for departure on runway 24 and the weather was good. On taking the runway I advised the sic that I would use the autopilot after takeoff. He acknowledged this and we completed the line up checklist and I made the takeoff from the left seat. After liftoff off I called for gear up; flaps up; flch; and autopilot on. The sic executed these commands and once the autopilot was engaged I engaged LNAV but not VNAV. About the same time the autopilot started the turn to 280 degrees we were given a frequency change to departure. When the sic checked on the controller instructed us to make an immediate descent back to 1;500 ft. The autopilot had leveled at 2;000 ft and I disconnected the autopilot and autothrottles and descended to 1;500 ft. I believe the major factor in this altitude bust was a last minute change from hand flying to autopilot without taking the time to re-brief and make sure we were set up properly. Another factor is that for many years I have flown out of teb in G2 and G3 aircraft and used the dalton departure runway 19 due to noise issues. That departure called for maintaining runway till reaching 800 ft then a right turn and climb to 1;300 ft. I think the fact that we had started our turn to 280 made me think that it was ok to climb. We have discussed this altitude bust and are no more aware that the departure briefing is critical and last minute changes can cause major problems.

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Original NASA ASRS Text

Title: A G450 crew leveled at 2;000 FT on the TEB5 departure after a delayed takeoff and failure to rebrief the pilot in command's intention to use the full autopilot with 2;000 FT set in the altitude alerter.

Narrative: We were cleared for the TEB5 departure off Runway 24. The departure procedure was briefed prior to takeoff and it was agreed we would set 2;000 FT in the altitude window but manually fly the departure and maintain 1;500 FT until passing 4.5 DME TEB as the SID calls for. We were about #8 for departure on Runway 24 and the weather was good. On taking the runway I advised the SIC that I would use the autopilot after takeoff. He acknowledged this and we completed the Line Up Checklist and I made the takeoff from the left seat. After liftoff off I called for Gear Up; Flaps Up; FLCH; and autopilot on. The SIC executed these commands and once the autopilot was engaged I engaged LNAV but not VNAV. About the same time the Autopilot started the turn to 280 degrees we were given a frequency change to Departure. When the SIC checked on the Controller instructed us to make an immediate descent back to 1;500 FT. The autopilot had leveled at 2;000 FT and I disconnected the autopilot and autothrottles and descended to 1;500 FT. I believe the major factor in this altitude bust was a last minute change from hand flying to autopilot without taking the time to re-brief and make sure we were set up properly. Another factor is that for many years I have flown out of TEB in G2 and G3 aircraft and used the DALTON departure Runway 19 due to noise issues. That departure called for maintaining runway till reaching 800 FT then a right turn and climb to 1;300 FT. I think the fact that we had started our turn to 280 made me think that it was ok to climb. We have discussed this altitude bust and are no more aware that the departure briefing is critical and last minute changes can cause major problems.

Data retrieved from NASA's ASRS site as of April 2012 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.