Gulfstream IV / G350 / G450
Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 65; Flight Crew Total 5540; Flight Crew Type 440
Situational Awareness; Human-Machine Interface; Workload
Deviation - Altitude Crossing Restriction Not Met; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Human Factors
[We were] on departure from Runway 24 out of Teterboro; NJ. The Captain flying performed an autothrottle takeoff. The Altitude Selector was set for 1;500 FT and LNAV was armed. After a normal takeoff; the pilot not flying Captain; raised the gear and at four hundred feet selected flaps up; engaged manual speed 200 KTS and armed FLTCH. The pilot not flying Captain became task compressed with switching to New York Approach; communicating; setting autospeed and preparing to set 10;000 FT MSL in the selector window from 2;000. Both Captains failed to see that autothrottles were not engaged. At the same time; the flying Captain flew the command bars to level off at 2;000 before TASCA with engines still at rated power which allowed the G-IV to exceeded 250 KTS in an instant. Both pilots both noticed the airspeed increasing over 300 KTS. The Captain flying immediately pulled the power levers to idle got the airspeed to 250 KTS and continued our departure climbing to 10;000 FT MSL. After the flight; the crew debriefed the scenario and concluded that automation can lead to a false sense of comfort assuming automation would maintain airspeed. On subsequent flights; the pilot not flying will call out manual 200 set and state whether autothrottles are on or off and the flying pilot will concur.
G-IV Captain reports exceeding altitude and speed restrictions departing Runway 24 at TEB on the RUUDY4 departure. Autothrust was thought to be engaged to maintain 200 KTS but was fixed at takeoff thrust.