Citation Excel (C560XL)
Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Flight Crew Last 90 Days 115; Flight Crew Total 1230; Flight Crew Type 620
Workload; Communication Breakdown
Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance
Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Human Factors
I was Pilot Not Flying (PNF) on the leg from TEB-ZZZ. My captain briefed the RUUDY5 departure prior to departing TEB; and acknowledged the top altitude for the departure as defined by the SID (2000 FT MSL). The departure was properly loaded into our FMS.Upon receiving our takeoff clearance; the tower controller told us we were cleared to takeoff runway 24 and join the RUUDY5 departure.At 400 AGL; I followed the captain's command to pull the gear up; and was working through all associated post-takeoff PNF responsibilities. I checked in with NY departure with my altitude. NY departure acknowledged my altitude. A short time later; NY Departure questioned our altitude; as we were crossing Wentz at 2;000 feet (instead of the clearly marked 1;500 crossing restriction). NY departure calmly told us it put us in the arrivals corridor for EWR. While trying to talk to my Captain to see what the heck he was doing related to the crossing restriction; NY departure asked why we were flying the wrong course. I realized at this point that the Captain had turned on the autopilot by himself; instead of calling for the PNF to do it (me); and had incorrectly selected heading mode instead of NAV mode; and not said aloud (as required by company policy) that he had engaged the autopilot. I told the Captain he'd engaged heading and not NAV mode; and he selected NAV mode; turning us toward ZIMMZ intersection (our correct course at that point). The captain requested the SID's top altitude of 2000 be set in the altitude pre-select; instead of putting 1500 in for the intermediate level off to comply with the crossing restriction at WENTZ.The controller was polite and direct in asking why our altitudes and course were incorrect. The captain (recently retired 121) told me he hadn't understood the chart (government charts); as he was used to JEPP charts; and that he hadn't seen the intermediate crossing restriction at WENTZ (even though he briefed it correctly on the ground).
Misread Government chart due to many years of experience with only Jeppesen Charts. I have reviewed Government charts to rectify further [possibility] of future deviation.
CE-560XL flight crew reported altitude excursion while flying the RUUDY5 SID from TEB. Both reporters mention the Captain's misunderstanding of NACO charts as a contributing factor.