Light Transport
Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Flight Crew Total 6000; Flight Crew Type 2000
Workload; Distraction
Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Returned To Clearance
Environment - Non Weather Related; Human Factors
Conducted a part 91 flight ZZZ1 to ZZZ2.I initiated a crew brief of the SID while still on the ramp...I had the chart display mainly zoomed in on the text description box to make the text bigger.   I focused on the final altitude of 17;000 to the right of the text box that pertained to all runways. I had showed the PF the altitude and said 'I will set 17;000 in the altitude select if you agree'.   He responded 'affirm'.   I began to read the text version of the SID to myself and it read 'Climb on a heading of 216 to intercept course 185 to ZZZZZ; then on track 108 to cross ZZZZZ1...'  I announced we will arm LNAV for departure as the FMS matched this.At that point I did not finish reading and zoomed in and looked at the SID graphically but focused on the runway departure and how it fed into the initial FIX ZZZZZ.  I noticed all runways fed into ZZZZZ.  I knew that fix would be important on readback; (as it is at ZZZ3 for example); to ensure safety on parallel runway operations.Very short taxi out from FBO.  Took off runway XXR; normal operations.  Positive rate; gear up; '400 feet; flaps up select VS.'  Thus; we were in VS speed as is often the case for climbout.Tower sends us to departure.  I call twice; no joy.  Switch back to Tower and ask to confirm frequency.  Call back through 6;000 and departure responds climb and maintain 7;000.  We received this clearance at approximately 6;800 feet.  We executed this clearance immediately however given out pitch attitude and climb rate we overshot 7;000 feet and reached an altitude of 7;400-7;500 based on my best recollection.No TCAS alerts were issued.  We maintained 7;000; were given another climb clearance and then before the ATC Controller switched us over; we were told of the possible deviation.What I have learned from this incident is to read the entire textual description in the SID and to take in the whole SID graphically as opposed to taking into account just the post departure/runway routing.I also learned poor habits can be formed from other airports; particularly our home base airport.  We receive a SID on our clearance every time.   We then get a heading on takeoff clearance from home base ZZZ2 ATC voiding the initial part of the clearance 99 percent of the time.Another factor is the scarcity of climb via SIDs that do not mainly incorporate 'at or above.'  This incident taught me not to assume or have a bias to SID instructions.Another factor in this error was rust due to the COVID shutdown.  Our awareness and CRM need improvement which will come with more recent operations I believe.
Corporate aircraft Captain reported overshooting assigned altitude during departure due to a late ATC Clearance. Captain also cited lack of flying as a contributing factor.