Narrative:

We were given the ruudy 2 departure from teb. I have flown as copilot many times out of this airport but this was my first time as captain. During the climb I began to decrease the climb rate in anticipation of our level off as we went through 1;400 ft MSL. I then looked down at the FMS to double check our alignment on the departure path. I was confused momentarily as to our position relative to wentz as I had the FMS on the wrong page and inadvertently pulled back on the yoke with my left hand while my head was down selecting the proper page on the FMS. While performing his after takeoff duties; the copilot noted the altitude as we went through 1;540 and called 'level off'. I missed the first call. He then called 'altitude 1;500 ft' around 1;600 to 1;650 ft. I immediately began to level the airplane and reduce power and we leveled off at approximately 1;780 ft. ATC simultaneously called; gave us the current altimeter setting and told us they showed us at 1;800 MSL. Moments later; while in the process of slowing the aircraft and attempting to get back to altitude; ATC then gave us instructions to climb and then heading vectors. There were no traffic conflicts reported by TCAS or the controller. No other comments were made by ATC. My correction for this situation in the future is to be certain the FMS is programmed correctly; indicating correctly and on the correct page before taking the runway and to not be 'heads down' even momentarily; during a critical portion of flight.

Google
 

Original NASA ASRS Text

Title: A corporate jet Captain exceeded the 1;500 FT restriction on the TEB RUUDY 2 departure because he became distracted by the FMC which was on an incorrect page for current route information. At 1;650 FT he began a descent to 1;500 FT.

Narrative: We were given the RUUDY 2 departure from TEB. I have flown as copilot many times out of this airport but this was my first time as Captain. During the climb I began to decrease the climb rate in anticipation of our level off as we went through 1;400 FT MSL. I then looked down at the FMS to double check our alignment on the departure path. I was confused momentarily as to our position relative to WENTZ as I had the FMS on the wrong page and inadvertently pulled back on the yoke with my left hand while my head was down selecting the proper page on the FMS. While performing his after takeoff duties; the copilot noted the altitude as we went through 1;540 and called 'level off'. I missed the first call. He then called 'altitude 1;500 FT' around 1;600 to 1;650 FT. I immediately began to level the airplane and reduce power and we leveled off at approximately 1;780 FT. ATC simultaneously called; gave us the current altimeter setting and told us they showed us at 1;800 MSL. Moments later; while in the process of slowing the aircraft and attempting to get back to altitude; ATC then gave us instructions to climb and then heading vectors. There were no traffic conflicts reported by TCAS or the Controller. No other comments were made by ATC. My correction for this situation in the future is to be certain the FMS is programmed correctly; indicating correctly and on the correct page before taking the runway and to not be 'heads down' even momentarily; during a critical portion of flight.

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.