Narrative:

Departing teb runway 24 on the ruudy two SID the vertical aircraft navigation mode (VNAV) was not armed and as such the aircraft systems did not capture the 1500' altitude for the first navigational fix (wentz) and continued the climb to 2000 feet as set in the altitude preselect. Prior to flight; the aircrew (we) talked about utilizing the rudy two. After starting engines and before taxi; we again reviewed and then briefed the procedure as an element of the predeparture brief and review of the ATC clearance; including the level of automation to be used (VNAV). After takeoff; the lateral navigation mode and autopilot were selected; but VNAV selection/arming was overlooked by the PF and subsequently not commanded to be engaged. I realized the aircraft did not capture the initial altitude 1500' MSL; deselected the auto pilot and stopped the climb and started a descending correction. At that time; the departure controller issued a clearance to 10;000 MSL. The root cause of the deviation was an oversight of not arming the VNAV as briefed. In the CL30; the collins pro line 21 is set up to depart in a takeoff mode that aligns with aircraft heading at weight off wheels. A lateral navigation change (LNAV) is required on the flight guidance panel after takeoff. This action for a lateral navigation change is a normal sequence during departures. However; the selection of the VNAV function on departures is not a routine sequence in our daily operating environment. Our flight training covers specific departure use of VNAV procedures; even to this specific departure the rudy two. The lesson learned is ensuring your flight guidance is set up correctly.

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Original NASA ASRS Text

Title: While utilizing autoflight functions on the RUUDY TWO RNAV SID from TEB; the Challenger 300 flight crew forgot to arm the vertical nav mode and; thus; failed to comply with the 1500 MSL restriction at WENTZ as required. The altitude alert window was set to 2000 MSL to comply with the later restriction at TASCA.

Narrative: Departing TEB RWY 24 on the RUUDY TWO SID the vertical aircraft navigation mode (VNAV) was not armed and as such the aircraft systems did not capture the 1500' altitude for the first navigational fix (WENTZ) and continued the climb to 2000 feet as set in the altitude preselect. Prior to flight; the aircrew (we) talked about utilizing the RUDY TWO. After starting engines and before taxi; we again reviewed and then briefed the procedure as an element of the predeparture brief and review of the ATC clearance; including the level of automation to be used (VNAV). After takeoff; the lateral navigation mode and autopilot were selected; but VNAV selection/arming was overlooked by the PF and subsequently not commanded to be engaged. I realized the aircraft did not capture the initial altitude 1500' MSL; deselected the auto pilot and stopped the climb and started a descending correction. At that time; the departure controller issued a clearance to 10;000 MSL. The root cause of the deviation was an oversight of not arming the VNAV as briefed. In the CL30; the Collins Pro Line 21 is set up to depart in a takeoff mode that aligns with aircraft heading at weight off wheels. A lateral navigation change (LNAV) is required on the flight guidance panel after takeoff. This action for a lateral navigation change is a normal sequence during departures. However; the selection of the VNAV function on departures is not a routine sequence in our daily operating environment. Our flight training covers specific departure use of VNAV procedures; even to this specific departure the RUDY TWO. The lesson learned is ensuring your flight guidance is set up correctly.

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.