Narrative:

We were assigned; and briefed; the RUUDY2 RNAV departure; including 1500' crossing limit at wentz. The crossing altitudes were confirmed in FMS; 1500' was set on altitude preselect; and LNAV was selected on display controller. During initial climb; passing 500'; I called 1000' to go; and noted that an unexpected left turn was started. I called the deviation; and noted that the pilot flying's navigation source was 'green nav' [VOR] instead of the needed 'blue nav' (FMS); and it was commanding a left turn. I advised the problem; and the pilot flying requested that I switch his navigation to FMS.I leaned across pedestal to select the correct navigation source on pilot flying's glare shield; and looked back at panel to see us going through 1500' as we approached wentz; leveling at 2000' (the altitude limit after passing wentz). I called the altitude deviation; and reported altitude to departure control; who was justifiably unhappy. Immediately after confirming that we had overshot the altitude; the controller advised that we were now clear of the newark arrival path; and cleared us for further climb.I believe that the primary contributing factor to the overshoot was the distraction caused by the improperly selected navigation source on pilot flying's side; which was compounded by loss of the monitoring support of the pilot not flying (me) while my attention was focused on correcting the navigation source selection. Although we discussed that this would be an LNAV departure; and LNAV was selected on the display controller; FMS was apparently not selected on the pilot flying's side. Note - the default; 'power-up' setting for navigation source on the GLF5 is automatically FMS. Had this been an originating flight; this would not have been a factor; as the source would have already been FMS. As we had used 'green nav' during our teb arrival; however; it remained selected on pilot flying side for departure. If I could replay this departure; upon noting that there was a guidance error on pilot flying's side; I would have just assumed control of the aircraft until the pilot flying was able to correct his setup; insuring that we remained on profile. This also reinforces that we must not only set our own source; but check the other side.

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Original NASA ASRS Text

Title: A GLF-5 flight crew failed to comply with the 1500 MSL crossing restriction at WENTZ while flying the RUUDY 2 RNAV SID from TEB.

Narrative: We were assigned; and briefed; the RUUDY2 RNAV departure; including 1500' crossing limit at WENTZ. The crossing altitudes were confirmed in FMS; 1500' was set on Altitude Preselect; and LNAV was selected on Display Controller. During initial climb; passing 500'; I called 1000' to go; and noted that an unexpected left turn was started. I called the deviation; and noted that the pilot flying's navigation source was 'Green Nav' [VOR] instead of the needed 'Blue Nav' (FMS); and it was commanding a left turn. I advised the problem; and the pilot flying requested that I switch his navigation to FMS.I leaned across pedestal to select the correct navigation source on pilot flying's glare shield; and looked back at panel to see us going through 1500' as we approached WENTZ; leveling at 2000' (the altitude limit after passing WENTZ). I called the altitude deviation; and reported altitude to Departure Control; who was justifiably unhappy. Immediately after confirming that we had overshot the altitude; the controller advised that we were now clear of the Newark arrival path; and cleared us for further climb.I believe that the primary contributing factor to the overshoot was the distraction caused by the improperly selected NAV source on pilot flying's side; which was compounded by loss of the monitoring support of the pilot not flying (me) while my attention was focused on correcting the navigation source selection. Although we discussed that this would be an LNAV departure; and LNAV was selected on the Display Controller; FMS was apparently not selected on the pilot flying's side. Note - the default; 'power-up' setting for navigation source on the GLF5 is automatically FMS. Had this been an originating flight; this would not have been a factor; as the source would have already been FMS. As we had used 'Green Nav' during our TEB arrival; however; it remained selected on pilot flying side for departure. If I could replay this departure; upon noting that there was a guidance error on pilot flying's side; I would have just assumed control of the aircraft until the pilot flying was able to correct his setup; insuring that we remained on profile. This also reinforces that we must not only set our own source; but check the other side.

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.