Narrative:

After thoroughly briefing the teb 5 departure; with a departure from runway 24 at teb; ie; (runway heading to 1500 ft MSL; 1500 ft; and then a right turn to 280 degrees until reaching teb 4.5 DME. Then climb to 2000 ft. Expect higher altitude 10 minutes after departure); we departed executing noise abatement procedures. Everything was uneventful until after reaching teb 4.5 DME. The captain was so intent on following the noise abatement procedures that the assigned 2000 ft MSL altitude was flown through. The captain noticed his error; at approximately 2400 ft; and was also reminded of the assigned altitude of 2000 ft by the co-captain. The captain immediately began a descent to 2000 ft. New york approach caught the error and cleared us to maintain 3000 ft. The controller asked us to copy a phone number for the captain to call upon landing in chicago. Upon landing in chicago; the captain called the phone number for new york approach; and spoke to the controller. The controller was very cordial and asked the captain if he realized what his error was. The controller then advised the captain that no potential traffic conflict existed; at the time; and that he just wanted to make sure that the captain understood where he was in error. The lesson that I learned from this flight was; although noise abatement procedures are important; nothing is more important than flying the aircraft safely; as cleared.

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Original NASA ASRS Text

Title: A GULFSTREAM PLT RPTS EXCEEDING THE TEB 5 2000 FT CONSTRAINT AFTER THE 4.5 DME.

Narrative: AFTER THOROUGHLY BRIEFING THE TEB 5 DEP; WITH A DEP FROM RWY 24 AT TEB; IE; (RWY HDG TO 1500 FT MSL; 1500 FT; AND THEN A R TURN TO 280 DEGS UNTIL REACHING TEB 4.5 DME. THEN CLB TO 2000 FT. EXPECT HIGHER ALTITUDE 10 MINUTES AFTER DEP); WE DEPARTED EXECUTING NOISE ABATEMENT PROCS. EVERYTHING WAS UNEVENTFUL UNTIL AFTER REACHING TEB 4.5 DME. THE CAPT WAS SO INTENT ON FOLLOWING THE NOISE ABATEMENT PROCS THAT THE ASSIGNED 2000 FT MSL ALTITUDE WAS FLOWN THROUGH. THE CAPT NOTICED HIS ERROR; AT APPROX 2400 FT; AND WAS ALSO REMINDED OF THE ASSIGNED ALTITUDE OF 2000 FT BY THE CO-CAPT. THE CAPT IMMEDIATELY BEGAN A DSCNT TO 2000 FT. NEW YORK APCH CAUGHT THE ERROR AND CLEARED US TO MAINTAIN 3000 FT. THE CTLR ASKED US TO COPY A PHONE NUMBER FOR THE CAPT TO CALL UPON LNDG IN CHICAGO. UPON LNDG IN CHICAGO; THE CAPT CALLED THE PHONE NUMBER FOR NEW YORK APCH; AND SPOKE TO THE CTLR. THE CTLR WAS VERY CORDIAL AND ASKED THE CAPT IF HE REALIZED WHAT HIS ERROR WAS. THE CTLR THEN ADVISED THE CAPT THAT NO POTENTIAL TFC CONFLICT EXISTED; AT THE TIME; AND THAT HE JUST WANTED TO MAKE SURE THAT THE CAPT UNDERSTOOD WHERE HE WAS IN ERROR. THE LESSON THAT I LEARNED FROM THIS FLT WAS; ALTHOUGH NOISE ABATEMENT PROCS ARE IMPORTANT; NOTHING IS MORE IMPORTANT THAN FLYING THE ACFT SAFELY; AS CLEARED.

Data retrieved from NASA's ASRS site as of May 2009 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.