Gulfstream G200 (IAI 1126 Galaxy)
Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Flight Crew Last 90 Days 50; Flight Crew Total 10050; Flight Crew Type 2000
Communication Breakdown; Distraction; Workload
Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy
General None Reported / Taken
Aircraft; Human Factors; Chart Or Publication
Departing TEB on the RUUDY departure; the Captain was the non flying pilot in the right seat and I was the SIC/flying pilot; but sitting in the left seat. The Captain deplaned the passengers; handled the luggage and paid the applicable fees then returned to the plane while I received the PDC and set up the FMS for departure. The RUUDY SID has a final altitude of 2;000 (or as assigned) with an intermediate stop at 1;500 until crossing WENTZ. The Captain set 2;000 in the altitude preselect which should have been 1;500. He then briefed the clearance. As the flying pilot I considered the noise abatement for the Teterboro area and intended to climb as expeditiously as possible to the initial altitude. We discussed 1;500 at WENTZ then the climb to 2;000 over TASCA however I didn't catch that the Captain had set 2;000 in the altitude preselect. The chain of events was: 1. the incorrect setting of the altitude preselect; 2. preoccupation with noise abatement; 3. I followed the flight director to the preselected altitude. I should have been able to break the error chain simply by noting the incorrect setting of the initial altitude rather than trusting what was set to be correct.
A Gulfstream flight crew departing TEB on the RUUDY RNAV SID failed to cross WENTZ at 1;500 MSL as required. A contributing factor was setting the final SID altitude; 2;000 MSL; in the altitude alert window rather than the prior hard 1;500.