Falcon 900 First Officer describes the factors surrounding an altitude overshoot at WENTZ during the RUUDY 2 departure from TEB.
Synopsis
Falcon 900 First Officer describes the factors surrounding an altitude overshoot at WENTZ during the RUUDY 2 departure from TEB.
Narrative
On initial departure from TEB on the RUUDY 2 SID; the pilot flying had in his mind that the initial altitude at WENTZ intersection was 'at or above' 1;500 FT MSL and the climb to and maintain hard altitude was 2;000 FT MSL. Prior to reaching WENTZ intersection; 1;500 FT was reached and passed by a few hundred feet climbing to 2;000 FT. It was realized upon check-in with New York Departure Control that 1;500 FT was the hard altitude until passing WENTZ intersection; then a climb to 2;000 FT is authorized. Traffic was then called out by ATC. The traffic was in sight with no conflict or TCAS TA; etc. An immediate altitude correction was made with a descent back down to 1;500 FT. Then; due to this increased workload; the next altitude assigned was in question and a late climb to 2;000 FT was initiated. After these events the remainder of the SID was completed successfully. Upon further evaluation after landing at the destination airport; it was determined that due to the complexity and unfamiliarity of the SID; most of the focus was placed on briefing the fixes; the various turns to headings and courses; and the misinterpretation of the previously described 'at or above' 1;500 FT vs. the hard climb to and maintain 1;500 FT. The pilot flying was mentally determined to meet 1;500 FT before WENTZ intersection on the way to 2;000 FT. The non-flying pilot was too busy with aircraft configuration changes; radio frequency changes; etc. to catch the error until after it occurred. In addition; this all occurred after a long duty day with multiple legs. To prevent this occurrence the RUUDY TWO SID could be simplified; but more importantly; emphasis could be placed on the use of the vertical navigation (VNAV) function of the FMS as well as the lateral navigation (LNAV). A more complete briefing could also have been accomplished to include more detailed explanation of vertical limits; etc. so there was no ambiguity. ATC could also remind aircraft of initial 'climb to and maintain 1;500 FT until crossing WENTZ intersection' altitudes upon issue of the takeoff clearance. This would be a rather large clue-in to discrepancies.
Second reporter narrative
Departed TEB Runway 24 on RUUDY2. Approximately 3 miles prior to WENTZ; failed to level off at 1;500 FT MSL and temporarily climbed to an altitude between 1;700 FT and 1;800 FT MSL. Upon realizing this; immediately descended back to 1;500 FT MSL and flew the remainder of the departure procedure as depicted. Am not aware of any conflicts.In retrospect; I focused more on flying the depicted course while maintaining airspeed below 190 KTS (as required for Runway 24) and temporarily missed the initial level off altitude.In the future; I plan on utilizing the autopilot for this procedure as well as any others that contain such stringent requirements.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.