MULTIPLE ELECTRICAL AND FLT GUIDANCE PROBS CAUSE THE DISTR THAT RESULTS IN AN ALT OVERSHOOT ON DEP FROM TEB; NJ.

Narrative

I WAS IN THE L-HAND SEAT AS PNF; COPLT IN R-HAND SEAT FLYING ACFT. SHORTLY AFTER TKOF; ON THE TEB 5 DEP FROM TEB ARPT (CLB 1500 FT R TURN 4.5 MI CLB 2000 FT) WHEN PASSING APPROX 1000 FT WE EXPERIENCED AN ELECTRICAL SPIKE ON THE #1 AC BUS. MY GIRO MADE A 60 DEG DOWN 25 DEG L BANK INDICATION. #1 PITCH AND #1 ROLL CHANNELS DISENGAGED. YAW DAMPER DISENGAGED; AS DID ALT SELECT MODE AND HT IN ALT SELECTOR. MY FLT DIRECTOR DISAPPEARED. COPLT'S FLT DIRECTOR STAYED IN LAST POS AND WAS UNABLE TO RESPOND TO ALT CAPTURE MODE. WHILST RESPONDING TO THE MULTIPLE FAILURES; COPLT FLEW ACFT TO 2600 FT (INSTEAD OF 1500 FT). I FAILED TO ALERT COPLT TO THIS. WE BROUGHT ACFT TO 2000 FT (LEVEL REQUIRED AT 4.5 MI). WE WERE BY THIS TIME AT 5.1 MI. I INTRODUCED A DELAY INTO THE ERROR AS I FOUND THE SID INSTRUCTIONS VERY HARD TO READ. PRIOR TO TKOF; COCKPIT LIGHTING WAS MUCH BRIGHTER. THE TEXT FOR THE DEP IS VERY SMALL. MY FIRST PAIR OF PRESCRIPTION GLASSES HAD FALLEN TO THE BASE/BACK OF THE SEAT DURING THE LOW LEVEL BUMPS AFTER TKOF. HAVING ALREADY BUSTED THE ALT; I NEEDED TO REVIEW THE SID TO MAKE SURE I GAVE THE CORRECT HT TO THE COPLT. WITHIN THE NEXT FEW MINS WE HAD INTRODUCED THE STANDBY INVERTER TO #1 AC BUS AND WERE ABLE TO RESET FLT DIRECTOR FUNCTIONS.