Narrative:

Prior to departure, first clearance filed by company through electronic filing was rejected without notice. After attempting to file 3 times, the company advised the PIC that he should file locally. PIC then filed the preferred route which was given as the flight's routing by teb clearance. Teb ground advised us to contact clearance for a revised full route clearance. After receiving the new clearance and programming the FMS, taxi clearance was received and we departed. Shortly after contact with new york departure, we started receiving vectors which included headings to intercept routing on our second clearance (the one filed by the PIC), not the revised routing received just prior to departure. The PIC, who speaks limited english, was attempting to locate the new points on the map. I then placed the aircraft on autoplt and was able to safely assist the PIC in identing locations. I was hand flying the aircraft on the departure to ensure full attention to altitude restrs on the departure. This was the PIC's and my 6TH day of work which included numerous time zone changes and 10 hour average work shifts. I had set the altitude alerter to 2000 ft for the departure instead of 1500 ft which would have been the correct setting. By setting the incorrect altitude, I had to look 'through' the flight director to maintain 1500 ft and did not have the alerter reset until after leveloff was accomplished and airspeed was under control. I do not feel any FARS were violated during this flight, however, I feel the following points were relearned by me, which were starting to look like a classic 'string of events' leading to an far violation or worse, an accident: 1) ATC should use only routing in the most recent clearance for vectoring. 2) proper setting of the flight director to reduce cockpit workload. 3) the communicating pilot in high workload environments such as new york should be the pilot most familiar with the language being utilized by ATC. This shall be my rule from this point on, regardless of whose 'leg' it is to fly. Proper rest limits, knowing when you are tired and stepping forward.

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Original NASA ASRS Text

Title: C560XL FLT CREW OVERSHOT TEB SID RESTRS, COMPLICATED BY PIC'S LANGUAGE DIFFICULTIES AND BEING VECTORED INTO A COMPLEX ATC ENVIRONMENT.

Narrative: PRIOR TO DEP, FIRST CLRNC FILED BY COMPANY THROUGH ELECTRONIC FILING WAS REJECTED WITHOUT NOTICE. AFTER ATTEMPTING TO FILE 3 TIMES, THE COMPANY ADVISED THE PIC THAT HE SHOULD FILE LOCALLY. PIC THEN FILED THE PREFERRED RTE WHICH WAS GIVEN AS THE FLT'S ROUTING BY TEB CLRNC. TEB GND ADVISED US TO CONTACT CLRNC FOR A REVISED FULL RTE CLRNC. AFTER RECEIVING THE NEW CLRNC AND PROGRAMMING THE FMS, TAXI CLRNC WAS RECEIVED AND WE DEPARTED. SHORTLY AFTER CONTACT WITH NEW YORK DEP, WE STARTED RECEIVING VECTORS WHICH INCLUDED HDGS TO INTERCEPT ROUTING ON OUR SECOND CLRNC (THE ONE FILED BY THE PIC), NOT THE REVISED ROUTING RECEIVED JUST PRIOR TO DEP. THE PIC, WHO SPEAKS LIMITED ENGLISH, WAS ATTEMPTING TO LOCATE THE NEW POINTS ON THE MAP. I THEN PLACED THE ACFT ON AUTOPLT AND WAS ABLE TO SAFELY ASSIST THE PIC IN IDENTING LOCATIONS. I WAS HAND FLYING THE ACFT ON THE DEP TO ENSURE FULL ATTN TO ALT RESTRS ON THE DEP. THIS WAS THE PIC'S AND MY 6TH DAY OF WORK WHICH INCLUDED NUMEROUS TIME ZONE CHANGES AND 10 HR AVERAGE WORK SHIFTS. I HAD SET THE ALT ALERTER TO 2000 FT FOR THE DEP INSTEAD OF 1500 FT WHICH WOULD HAVE BEEN THE CORRECT SETTING. BY SETTING THE INCORRECT ALT, I HAD TO LOOK 'THROUGH' THE FLT DIRECTOR TO MAINTAIN 1500 FT AND DID NOT HAVE THE ALERTER RESET UNTIL AFTER LEVELOFF WAS ACCOMPLISHED AND AIRSPD WAS UNDER CTL. I DO NOT FEEL ANY FARS WERE VIOLATED DURING THIS FLT, HOWEVER, I FEEL THE FOLLOWING POINTS WERE RELEARNED BY ME, WHICH WERE STARTING TO LOOK LIKE A CLASSIC 'STRING OF EVENTS' LEADING TO AN FAR VIOLATION OR WORSE, AN ACCIDENT: 1) ATC SHOULD USE ONLY ROUTING IN THE MOST RECENT CLRNC FOR VECTORING. 2) PROPER SETTING OF THE FLT DIRECTOR TO REDUCE COCKPIT WORKLOAD. 3) THE COMMUNICATING PLT IN HIGH WORKLOAD ENVIRONMENTS SUCH AS NEW YORK SHOULD BE THE PLT MOST FAMILIAR WITH THE LANGUAGE BEING UTILIZED BY ATC. THIS SHALL BE MY RULE FROM THIS POINT ON, REGARDLESS OF WHOSE 'LEG' IT IS TO FLY. PROPER REST LIMITS, KNOWING WHEN YOU ARE TIRED AND STEPPING FORWARD.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.