Light Transport; Low Wing; 2 Turbojet Eng
Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Flight Crew Last 90 Days 175; Flight Crew Total 13000; Flight Crew Type 299
Communication Breakdown; Time Pressure; Workload
Deviation - Altitude Overshoot; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Flight Crew Became Reoriented
Human Factors; Weather; Procedure
I was the First Officer on this flight and the pilot not flying or PM (Pilot Monitoring). My duties were to make radio calls; and load FMS and Nav Aids; monitor the flying pilot and complete other non-flying pilot duties.There were several issues on this flight. Upon departure the Captain elected to change the destination prior to departure to Morristown so as not to have the ground stop to TEB affect this flight. I refiled a flight plan to MMU. The plan was to change the destination with Washington Center. The initial destination change was made with Washington Center; the destination now TEB. A clearance to descend via the Jaike3 arrival was issued by Washington Center. Subsequently the airspeed was allowed to increase to levels where the high speed clacker sounded and continued for approximately two minutes; after the speed was reduced below the clacker the descent continued; which put our aircraft above the altitudes on the arrival. We were also advised that a hold could be expected with the next sector.Later we were advised by New York Center there would be a 90 min hold for TEB; so we elected to go back to MMU; where we were given a heading and an altitude of 3000 feet. While on the radar vectors and descending to altitude of 3000 feet; we were advised that we could get into TEB. I; the non-flying pilot announced 'heads down' and began tuning the radios and reprograming the FMS back to TEB (the third change); the flying pilot turned to the new assigned heading but failed to level at the assigned altitude of 3000 feet. The aircraft descended to an altitude of 1900 feet before corrective action was taken. No call from NY was received and no TCAS advisories or GPWS warnings occurred. We made a climb back to the assigned altitude of 3000 feet.
[Report narrative contained no additional information.]
Under a high workload situation; the pilot flying a G-IV descended through a cleared altitude and corrected back.