Date: 201305
Local time of day: 1201-1800
Location: TEB.Airport, NJ
Weather elements / visibility: Rain; 10
Light: Daylight
Aircraft: Challenger 300
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B EWR; Class D TEB
ATC / advisory: TRACON N90
Aircraft component: Altitude Hold/Capture
Component problem: Failed; Design
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Time Pressure; Workload
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Chart Or Publication; Procedure; Weather
Primary problem: Procedure

Narrative: When departing on the TEB 8 Departure out of TEB; the non flying pilot (trip Captain) selected NAV/VNAV/VVS on the flight guidance panel (as per my brief). I initially brought the power back at around 500 FT AGL; then engaged the autopilot at approximately 1;000 FT MSL (the non flying pilot was contacting Departure; so I engaged the autopilot myself as the flying pilot). Soon after; it clearly appeared to me that the autopilot was not going to capture the altitude; there was short discussion from the non flying pilot that it would capture; it was in VALT; as he saw that I was about to disengage the autopilot to take action to correct. I had already switched from VNAV to VS (do decrease the rate of climb manually) on the flight guidance panel; however; in that moment; the VNAV had already gone to VALT; therefore; it did not take. Then; at approximately 200 FT prior to the required 2;000 FT level off altitude; he said 'OK; it's not going to' (level off). We both had our hand on the yoke; I disengaged the autopilot and we nosed over; but overshot our altitude by approximately 350 FT. What I believe caused the problem was not bringing additional power back soon enough in addition attempting to change the flight guidance panel from VNAV/VVS to VS at a very critical time (right when it changed to VALT; unknowingly). Taking action sooner; when I originally began too; would have prevented the overshoot. Note: Weather above is approximate; the rain had cleared out and visibility increased prior to our departure.


Second narrative: Pilot flying overshot assigned altitude by 350 FT. The TEB 8 departure for Runway 01 was briefed and followed. At 1;000 FT MSL; I (pilot not flying) called 'one thousand to go' and the pilot flying connected the autopilot with a climb rate of 3;500 FPM and still in the climb power setting. The preselect was set to 2;000 FT as required for the departure procedure and the autopilot immediately went into capture mode. The pilot flying then attempted to adjust the vertical speed with the pitch wheel on the flight guidance control panel and the autopilot went into pitch mode. I called altitude and asked if the pilot flying had the aircraft two times. The autopilot was switched off at 1;800 FT by the pilot flying and was manually leveled off after the aircraft overshot the assigned altitude by 350 FT. I reduced the power without command to assist in the correction. At about the time of the overshot; the Controller assigned us a climb to 7;000 FT. This problem came about from the pilot flying being behind the airplane and not anticipating the assigned low altitude level off. Lack of experience and judgment and the reluctance to follow SOP also contributed.


Synopsis: A CL30 which departed on the TEB 8 Runway 1 SID did not capture the 2;000 FT set in the MCP and so overshot by about 350 FT at which time ATC issued a higher altitude.