Date: 201401
Local time of day: 0001-0600
Location: TEB.Airport, NJ
Flight conditions: IMC
Weather elements / visibility: Snow; 1.25
Light: Daylight
Aircraft: Gulfstream V / G500 / G550
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Climb
Airspace: Class D TEB
ATC / advisory: TRACON N90
Reporter organization: Corporate
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Procedure; Weather; Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: Teterboro weather 020/7G19 1 1/4SM -SN few 1;500 FT BKN 2;000 FT -8/-12 29.91'. After departing Runway 01 from Teterboro and on the TEB8 Departure (with an assigned altitude of 1;700 FT MSL); the aircraft climbed through 1;700 FT MSL to 2;000 FT MSL; then descended back through 1;700 to 1;380 FT MSL. The location was a few miles north of Teterboro airport. After takeoff; the crew was instructed by TEB Tower to switch to New York Departure Control. Pilot not flying alerted pilot flying at about 1;600 FT to level at 1;700 FT. Aircraft was being 'hand-flown.' Pilot flying said 'its 2;000 FT' and went to adjust altitude pre-selector window to 2;000 FT. pilot not flying corrected him to the pre-briefed clearance; which was 1;700 FT. During this time; pilot flying called for 'Gear up' at 1;500 AGL; which was left down per winter operation procedures on snowy runways and taxiways. Autothrottles failed to engage on takeoff; manual thrust was used. Pilot flying called for 'flaps up.' Speed was 225 KTS; accelerating. manual throttles were pulled back to mid range power setting for speed control and the descent back to assigned altitude of 1;700 FT MSL. Pilot not flying checked in to NY Departure at 1;900 FT once aircraft was correcting towards 1;700 FT. Aircraft was instructed to fly heading 270 degrees. Aircraft descended through assigned 1;700 FT with power at mid range and was decelerating trough 200 KTS with flaps retracting. Weather conditions were IMC with occasional 'ground contact' looking down. Ground proximity warning system started continuous audible alerts of 'Don't sink; don't sink.' No positive correction by pilot flying. Pilot not flying called 'Seventeen hundred feet' and 'Descending.' Pilot flying was trying to get autopilot and flight level change (FLCH) vertical mode to engage; but autothrottles were never engaged. Power setting was still at mid-range while we were descending and decelerating. At 1;380 FT MSL pilot not flying said 'CLIMB; you're at 1;380 and 900 FT per minute down.' Pilot flying got autopilot on and pushed power up and ATC assigned a higher altitude; which crew climbed to on the heading of 270 degrees. Ground Proximity audio warning stopped when climb restored. Remainder of trip was uneventful.




Synopsis: G550 First Officer describes a botched TEB8 departure from Runway 1 in light snow.