Beechjet 400
Flight Crew Air Transport Pilot (ATP)
Communication Breakdown; Situational Awareness; Time Pressure
Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Procedure; Human Factors; Airspace Structure
Was assigned [a very early wake up to] go limo 3 hours to TEB to recover for another crew member who fatigued the previous evening. Morning traffic into New York City put limo behind schedule. Upon arrival and just before scheduled departure time I meet other Captain who indicated 'everything was all set'. I did take the necessary time to preflight and review all documents; clearance and perform associated responsibilities/duties. He was very diligent in 'setting things up'. We were assigned the RUUDY [4] RNAV departure off Runway 24 which I reviewed and briefed. 2;000 FT was already set in the altitude pre-set by other pilot upon my arrival at aircraft as depicted on chart. To put it simply; I never realized (even after reviewing the plate and performing this departure numerous times over the years although it had been a while) the initial required level off at WENTZ was 1;500 FT and I even briefed a climb to 2;000 FT several times including prior to engine start and on taxi pre departure briefing. 1;500 FT was never mentioned as initial altitude or if corrected by other pilot I never heard it. Anyway; I missed it. My fault and I accept responsibility. On departure; complicating matters; we immediately entered icing and therefore had to comply with those specific BE400 procedures and about 1;200-1;500 FT (at time of 300 foot call) we got erroneous GPWS 'don't sink and too low terrain'. As of this writing I have no idea why we got GPWS warning. This was momentarily distracting and I never heard the 300 foot call. At 1;500 FT and still climbing the other pilot said 'level off WENTZ 1;500'. That's when it 'clicked for me'. I was already reducing power for my expected level at 2;000 and 200 KTS speed restriction. I got as high as 1;800 FT and was already returning to 1;500 when Controller inquired about us maintaining 1;500. The altitude deviation was only several seconds and there was no obvious traffic conflict or further Controller verbiage that anything was of issue. Flight proceeded without further issue. The other Captain did exactly what he was supposed to as did the Controller. I'm grateful for their endeavors. To the best of my knowledge we don't really have set policy as to which altitude to set on the RUUDY [4] ....1;500 or 2;000 and even if we do in reality and in my experience pilots have different preferences (some use VNAV and set 2;000) normally I set 1;500 level at WENTZ then 2;000. Places like ATL on the RNAV departures you are required to dictate first fix with Tower when issued takeoff clearance. Perhaps a good policy for all stakeholders would include TEB Tower to do the similar and include a read back of WENTZ 1;500.
BE400 Captain describes an early wake up for a three hour van ride to TEB and arriving late. The RUUDY 4 is not properly briefed and the reporter neglects to level at 1;500 feet until crossing WENTZ. Both the other pilot and ATC announce the excursion which is quickly corrected. Icing conditions and a GPWS warning were distractions approaching 1;500 FT.