Narrative:

It was day thirteen for captain and day six for first officer. We had thirteen hours of rest. Crew had just swapped into and accepted another aircraft. We were pressed to get out on time with flight planning; aircraft acceptance and other required preflight duties. We were assigned the ruudy 3 departure off runway 24 at teb. FMS was programmed correctly along with FD settings. We went through before starting; after start and before taxi flows and checklist pretty quick. We decided on a nbaa noise abatement departure. First officer was flying pilot and made the departure. He selected autopilot on to reduce the departure distractions during the high workload environment (RNAV dept with a level off at 1;500 ft coincided with a nbaa noise abatement dept. That has flaps retraction at 1;500 ft) autopilot was slow to level at 1;500 ft to wentz. It went to 1;700 ft; a 200 ft deviation. I repeated 'altitude' several times as he was making an appropriate reaction in a timely manner. He looked at the pitch trim and the autopilot was not moving it. It remained unmoved in the green arc. I said 'autopilot off' which he did. We expected to climb (because of the trim indication) and it did to about 1;800 ft. He said the pitch trim wasn't moving while he was pushing forward on the control wheel making a correction back to 1;500 ft until wentz. I noticed that the pitch trim switch was in the disconnect position. I repositioned the pitch trim switch to normal. The pitch trim worked and we were given a climb to 6;000 ft. Flight continued without incident. Looking back at the on-time performance pressure: [we] should've dutied on earlier to do the aircraft swap to give us more time. Slow down.

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Original NASA ASRS Text

Title: A BE-400XP Captain reported climbing through an altitude restriction on the RUUDY 3 SID out of TEB. Autopilot trim switch was found to be in the 'OFF' position.

Narrative: It was day thirteen for Captain and day six for First Officer. We had thirteen hours of rest. Crew had just swapped into and accepted another aircraft. We were pressed to get out on time with flight planning; aircraft acceptance and other required preflight duties. We were assigned the RUUDY 3 departure off Runway 24 at TEB. FMS was programmed correctly along with FD settings. We went through Before Starting; After Start and Before Taxi flows and checklist pretty quick. We decided on a NBAA Noise Abatement departure. First Officer was flying pilot and made the departure. He selected autopilot on to reduce the departure distractions during the high workload environment (RNAV Dept with a level off at 1;500 FT coincided with a NBAA Noise Abatement Dept. that has flaps retraction at 1;500 FT) Autopilot was slow to level at 1;500 FT to WENTZ. It went to 1;700 FT; a 200 FT deviation. I repeated 'Altitude' several times as he was making an appropriate reaction in a timely manner. He looked at the pitch trim and the autopilot was not moving it. It remained unmoved in the green arc. I said 'autopilot off' which he did. We expected to climb (because of the trim indication) and it did to about 1;800 FT. He said the pitch trim wasn't moving while he was pushing forward on the control wheel making a correction back to 1;500 FT until WENTZ. I noticed that the pitch trim switch was in the disconnect position. I repositioned the pitch trim switch to normal. The pitch trim worked and we were given a climb to 6;000 FT. Flight continued without incident. Looking back at the on-time performance pressure: [We] should've dutied on earlier to do the aircraft swap to give us more time. SLOW DOWN.

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.