Narrative:

Departed teb via ruudy two departure procedure. First officer is flying the aircraft from the left seat; I am PIC acting as non-flying pilot in the right seat. First officer properly briefed and understood the dp during pre-departure crew briefing. After takeoff and gear and flap retraction; first officer engages the autopilot (autothrottles were correctly engaged and used for takeoff). 'Navigation' mode is selected to properly fly the lateral portion of the dp; which it does. 'Vs' is selected for the initial climb; with 'altitude capture' armed; all normal procedures. We are relatively light on fuel on this deadhead flight back to home base. As the aircraft nears the initial altitude assignment of 1;500 ft MSL; due to the inertia of the aircraft energy combined with the quick level off height; the aircraft climbs to about 1;600 ft MSL; at which time I promptly tell the first officer to correct this. He responds slowly and does not click off the autopilot to manually correct the deviation. I therefore click off the autopilot and push the nose down to correct the deviation at which time he follows me through on the controls to make the correction. We reached about 1;640 ft MSL. Once leveled at 1;500 ft MSL; the autopilot was reengaged. Shortly thereafter; new york TRACON gave us a climb to higher altitude. No conflict occurred [and] no problem was noted by ATC.on debrief after returning to home base; I emphasized to the first officer that on this ruudy two departure procedure it is critical to level the aircraft at 1;500 ft MSL due to the proximity to the ewr arrival traffic above. The FAA has dispersed much training material emphasizing the critical necessity to level at 1;500 ft MSL on this dp. The CL604/CL605 aircraft that we operate have a very smooth autopilot; but it can be a bit slow to respond with high inertia such as with full power and at light weight. Combined with the smooth; but slow to respond autothrottles; when in such a situation as this dp; the flying pilot must 'help' the autothrottles by manually reducing the throttles as the altitude is being reached. With the power reduced in such a fashion; the autopilot is able to properly level the aircraft. This first officer is still relatively new to the aircraft; our department; and to civilian flying. I emphasized the importance and concerns of properly leveling the aircraft on this dp (well documented by the FAA to have altitude busts); to 'help' the autothrottles as necessary to manage the energy of the aircraft thus allowing the autopilot to do it's job better; and to manually fly the aircraft when the automation is not doing what you need it to do.

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Original NASA ASRS Text

Title: CL605 Captain reports slightly exceeding 1;500 FT during the RUUDY2 departure from TEB due to the light aircraft; a new copilot; and a very gentle autopilot/autothrottle system.

Narrative: Departed TEB via RUUDY TWO departure procedure. First Officer is flying the aircraft from the left seat; I am PIC acting as non-flying pilot in the right seat. First Officer properly briefed and understood the DP during pre-departure crew briefing. After takeoff and gear and flap retraction; First Officer engages the autopilot (autothrottles were correctly engaged and used for takeoff). 'NAV' mode is selected to properly fly the lateral portion of the DP; which it does. 'VS' is selected for the initial climb; with 'ALT CAPTURE' armed; all normal procedures. We are relatively light on fuel on this deadhead flight back to home base. As the aircraft nears the initial altitude assignment of 1;500 FT MSL; due to the inertia of the aircraft energy combined with the quick level off height; the aircraft climbs to about 1;600 FT MSL; at which time I promptly tell the First Officer to correct this. He responds slowly and does NOT click off the autopilot to manually correct the deviation. I therefore click off the autopilot and push the nose down to correct the deviation at which time he follows me through on the controls to make the correction. We reached about 1;640 FT MSL. Once leveled at 1;500 FT MSL; the autopilot was reengaged. Shortly thereafter; New York TRACON gave us a climb to higher altitude. No conflict occurred [and] no problem was noted by ATC.On debrief after returning to home base; I emphasized to the First Officer that on this RUUDY TWO departure procedure it is critical to level the aircraft at 1;500 FT MSL due to the proximity to the EWR arrival traffic above. The FAA has dispersed much training material emphasizing the critical necessity to level at 1;500 FT MSL on this DP. The CL604/CL605 aircraft that we operate have a very smooth autopilot; but it can be a bit slow to respond with high inertia such as with full power and at light weight. Combined with the smooth; but slow to respond autothrottles; when in such a situation as this DP; the flying pilot must 'help' the autothrottles by manually reducing the throttles as the altitude is being reached. With the power reduced in such a fashion; the autopilot is able to properly level the aircraft. This First Officer is still relatively new to the aircraft; our department; and to civilian flying. I emphasized the importance and concerns of properly leveling the aircraft on this DP (well documented by the FAA to have altitude busts); to 'help' the autothrottles as necessary to manage the energy of the aircraft thus allowing the autopilot to do it's job better; and to manually fly the aircraft when the automation is not doing what you need it to do.

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.