Gulfstream G200 (IAI 1126 Galaxy)
Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Flight Crew Last 90 Days 60; Flight Crew Total 6000; Flight Crew Type 60
Confusion; Distraction; Time Pressure; Communication Breakdown
Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Aircraft; Human Factors; Airspace Structure; Procedure
Departing Runway 1 at TEB on the Teterboro 8 departure; we briefed the departure procedure twice before takeoff. My copilot initially exhibited some confusion over when to initiate the turn to a 040 heading; based on the way the FMS presented the information. After discussing it; I felt that he was clear on the procedure. However; after liftoff and passing through 400 FT AGL; I asked for heading mode (which was preset to 040); and he hesitated as if he still wasn't sure that we should turn at that point. I asked again for heading mode and autopilot on; and began to turn the plane. He selected heading mode and pressed the autopilot button before responding to TEB Tower request to contact Departure. I began to prepare for the next turn to 280; when upon reaching 2;000 FT (the initial level off altitude) we both realized that the plane wasn't going to level off; even though the flight director was commanding an altitude capture. It was then that we both realized the autopilot had never engaged and by the time I reacted to bring the nose down; we had already reached 2;500 FT. In addition; while concentrating on descending back to 2;000 FT; we both temporarily lost situational awareness and continued on the 040 heading approximately 1.2 miles past the published DME distance to initiate the turn to 280. New York TRACON subsequently gave us a heading to 'get back in my airspace;' and we promptly complied. In retrospect; the FMS is capable of flying the entire departure; and we should have taken off in 'NAV' mode and let it do just that. This would have alleviated the confusion over whether or not to engage heading mode; and would have simplified the copilot's action item to simply engaging the autopilot. Also; I need to be more cognizant of whether both pilots agree on the procedure before takeoff; and whether or not the autopilot actually engages when pressed. Long day; busy departure procedure; relatively low time in type; and a slightly confused copilot were contributing factors.
A Corporate crew departed on the TEB 8 departure and because of confusion the autoflight system did not engage so the turn at 2.3 DME and the level off at 2;000 FT were both missed.