Date: 201201
Local time of day: 1201-1800
Location: TEB.Airport, NJ
Flight conditions: VMC
Light: Daylight
Aircraft: Falcon 2000
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class B EWR; Class D TEB
ATC / advisory: TRACON N90
Reporter organization: Fractional
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was the pilot not flying on this leg out of TEB. I was in the left seat. The First Officer was the pilot flying in the right seat. He set up the cockpit prior to the flight and briefed me that we were cleared to fly the RUUDY 4 RNAV departure. He had the FMS set up properly and 1;500 in the altitude alerter. He said he would do a noise abatement departure off of Runway 24 and was going to arm the NAV function prior to departing. I mentioned that it was a strong cross wind today. He said no problem. This is the first time flying with him so I wasn't familiar with his abilities. When he took control of the aircraft at 80 KTS; I felt the rudder pedals go to neutral and the aircraft started to weather vane into the wind. He corrected; but it wasn't a smooth transition. During his initial climb out and shortly after I had raised the flaps and contacted New York Departure; I had noticed he didn't arm the NAV function. The aircraft was in the roll mode. I pushed NAV and then saw he was still pitched up and was going through 1;500 MSL. I said altitude and he immediately started his correction. The aircraft flew through 1;800 MSL before we started back towards 1;500. NY Departure called and asked us if we were level at 1;500 and flying the SID. We were around 1;600 when I answered so I said we were. Soon after; the Controller switched us off to another Departure Control frequency. I look back at this and have tried to figure out why he flew above the altitude that he had briefed. Everything was set up properly and the brief and SOP's were followed. I was the pilot flying the day before and the First Officer made a lot of mistakes. I have learned that it is much safer to work with someone on a professional level; then to belittle someone for human error. I feel that the First Officer is capable of his job; but I have to question his thinking process a little. I realize he is getting older and this may have to do with keeping up when in a high work load environment. I feel that our flight training organization should evaluate this factor as the pilots become older. The First Officer works hard and does a great job 95 percent of the time. I realize we all make mistakes; but I also realize we all start to slow down as we age. This aging process needs to be considered even though we are not restricted to work at any age in the corporate sector of aviation.




Synopsis: DA2000 Captain as the pilot not flying; describes an altitude overshoot during the RUUDY 4 RNAV departure from TEB. It is suggested that this and previous mistakes on the part of the First Officer may be the result of advancing age.