A TRACK DEV OCCURS ON THE TEB 5 SID WHILE EFFORT WAS BEING MADE TO PREVENT AN ALT OVERSHOOT BECAUSE OF THE PERFORMANCE OF A GRUMMAN 1159 LIGHTLY LOADED FOR A REPOSITIONING FLT.

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WE WERE DEP TEB ON RWY 24 VIA THE TEB 5 SID. THE NEW HIRE; LOW TIME FO WAS FLYING FROM THE R SEAT ON A REPO LEG. WE WERE AT A VERY LIGHT WT SO WE ACCEPTED THE RWY 24 DEP AND I ADVISED HIM THAT WE WOULD CLB AGGRESSIVELY UNTIL THE ARPT BOUNDARY WHERE WE WOULD LOWER THE NOSE AND PULL POWER BACK TO A QUIET CLB SETTING AND CONTINUE ON THE SID. AT THE ARPT BOUNDARY I INSTRUCTED HIM TO LOWER THE NOSE AND SIMULTANEOUSLY I REDUCED POWER. WHILE REDUCING THE ATTITUDE HE ALSO BANKED NOTICEABLY TO THE L. I IMMEDIATELY CORRECTED TO THE RWY HDG AND AT THAT TIME TEB TWR ASKED MY HDG. WHEN WE WERE SWITCHED TO DEP WE WERE TOLD TEB TWR WOULD LIKE TO TALK TO US AND WERE GIVEN A TELEPHONE NUMBER. MY SUBSEQUENT CALL TO THE TEB TWR INVOLVED THEIR CONCERN FOR IFR SEPARATION WITH EWR ARRIVALS AND THE FACT THAT MANY OPERATORS TRY TO AVOID THE NOISE MICROPHONES BY 'CHEATING' TO THE LEFT OFF OF RWY 24. I ASSURED THEM THAT OUR DEP BRIEFING SIMPLY DETAILED THE SID PROC AND OUR INITIAL CLB PROFILE. I REALIZE THAT NO EXCUSES CAN BE MADE FOR DEVIATING FROM A SID; ESPECIALLY IN AIRSPACE SUCH AS IS AROUND TEB AND PLAN TO BE MORE JUDICIAL IN CHOOSING THE TIME AND PLACE TO ALLOW MY FO TO FLY A TAKEOFF/SID PROC. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE FO IS NEW TO THE COMPANY. HE HAD PREVIOUSLY FLOWN AS CAPT WITH ANOTHER COMPANY BUT NOT IN THIS TYPE ACFT. HIS TRAINING IN THIS ACFT WAS DONE BY A WELL KNOWN TRAINING COMPANY. FLT TIME EXPERIENCE SINCE TRAINING WAS LESS THAN THIRTY HOURS. HIS OVERALL EXPERIENCE LEVEL WOULD BE INDICATED BY THE RPTED ACCUMULATION OF AROUND 40 HRS.