A HS125 first officer reported that he set the altitude alerter at 2;000 ft before takeoff on the te...

Attributes
ACN	923260
Time
Date	201012
Local Time Of Day	0601-1200
Place
Locale Reference	TEB.Airport
State Reference	NJ
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Make Model Name	HS 125 Series
Operating Under FAR Part	Part 91
Flight Phase	Initial Climb
Route In Use	SID RUUDY TWO
Flight Plan	IFR
Component
Aircraft Component	Altitude Alert
Person 1
Function	First Officer Pilot Not Flying
Qualification	Flight Crew Air Transport Pilot (ATP) Flight Crew Flight Instructor Flight Crew Instrument Flight Crew Multiengine
Experience	Flight Crew Last 90 Days 95 Flight Crew Total 3100 Flight Crew Type 950
Events
Anomaly	Deviation - Altitude Overshoot Deviation - Procedural Clearance Deviation - Procedural Published Material / Policy

Narrative:

Our aircraft took off from runway 24 at teb airport. Assigned SID was ruudy two. I as the co-pilot had set 2;000 ft in the altitude selector; assuming the captain would fly the SID in VNAV operation; which mean that the aircraft would level off at 1;500; then prompt the climb up to 2;000 when past the crossing restriction of 1;500 ft over wentz. The confusion between 'VNAV or not' caused the captain to climb to 2;000; which he thought was the max altitude at wentz. When I checked in with ny departure; the controller said; 'well; since you are already at 2;000; why not keep climbing.' both myself and the captain immediately understood that we had climbed 500 ft too high; and apologized. The ATC controller said 'don't worry about it; it's all good now.' TCAS was never activated; we never got close to another aircraft; and other than the fact that we climbed 500 ft too high; the episode was not dangerous. Both myself and the captain have learned from this to discuss thoroughly in the briefing if the captain will fly this SID in VNAV or not; to avoid this happening again. We have learned from it; but realize the danger that can be associated with this SID; considering arriving aircraft that fly on top of teb at 2;000 ft on their way to ewr.

Original NASA ASRS Text

Title: A HS125 First Officer reported that he set the altitude alerter at 2;000 FT before takeoff on the TEB RUUDY TWO RNAV and the Captain hand flew the aircraft to 2;000 FT because he did not use VNAV which would have leveled the aircraft at 1;500 FT for the charted restriction.

Narrative: Our aircraft took off from Runway 24 at TEB airport. Assigned SID was Ruudy Two. I as the co-pilot had set 2;000 FT in the altitude selector; assuming the Captain would fly the SID in VNAV operation; which mean that the aircraft would level off at 1;500; then prompt the climb up to 2;000 when past the crossing restriction of 1;500 FT over WENTZ. The confusion between 'VNAV or not' caused the Captain to climb to 2;000; which he thought was the max altitude at WENTZ. When I checked in with NY Departure; the Controller said; 'well; since you are already at 2;000; why not keep climbing.' Both myself and the Captain immediately understood that we had climbed 500 FT too high; and apologized. The ATC Controller said 'don't worry about it; it's all good now.' TCAS was never activated; we never got close to another aircraft; and other than the fact that we climbed 500 FT too high; the episode was not dangerous. Both myself and the Captain have learned from this to discuss thoroughly in the briefing if the Captain will fly this SID in VNAV or not; to avoid this happening again. We have learned from it; but realize the danger that can be associated with this SID; considering arriving aircraft that fly on top of TEB at 2;000 FT on their way to EWR.

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.

A HS125 first officer reported that he set the altitude alerter at 2;000 ft before takeoff on the teb ruudy two RNAV and the captain hand flew the aircraft to 2;000 ft because he did not use VNAV which would have leveled the aircraft at 1;500 ft for the charted restriction.