Narrative:

While taxiing out to dfw [runway] 17C; ground control advised that a full reroute had been issued and that we needed to contact clearance. Due to enroute weather we had opted to try and make this as quick as possible to avoid any lengthy delays. The captain monitored ground and continued taxiing and I took the clearance while the captain monitored. When the route was read back and confirmed correct; I loaded the new flight plan into the FMS and waited for a stopping point during taxi for the captain to confirm and execute it.[we were cleared to climb via the soldo SID; sqs transition]. The waypoints were confirmed with the chart waypoints [but we] misinterpreted the [at or above] 5;000 ft crossing restriction [at trexx] with the climb and maintain alt of 10;000 ft. This confusion was due to quickly looking at the SID and viewing the 5;000 ft in bold for the specific runway and misunderstanding the text. Taking the time to slowly read the text would have helped prevent this error. I would also like to point out that some standard[ization] in the commercially provided chart [format] would be a huge factor in preventing these type of errors. Sometimes there are crossing restriction and maintain the initial altitude in the text of the specific [initial climb] runway text. Other times it is in bold large print at the top of all the specific runway instructions; and other times it is printed on the side. In this case; the initial alt was printed on the bottom under routing rather than bold altitude. Refer to the msp jfk dtw and the dfw SID to understand this confusion.

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Original NASA ASRS Text

Title: When a CRJ-900 flight crew received a complete reroute during taxi-out; including the assignment of the SOLDO RNAV SID; the flight crew misinterpreted the 'at or above 5;000 FT' crossing at TREXX as a 'maintain'. The reporter advised a contributing factor was the inconsistent placement of the altitude to which cleared via the SID on the commercially provided aero charts.

Narrative: While taxiing out to DFW [Runway] 17C; Ground Control advised that a full reroute had been issued and that we needed to contact Clearance. Due to enroute weather we had opted to try and make this as quick as possible to avoid any lengthy delays. The Captain monitored Ground and continued taxiing and I took the clearance while the Captain monitored. When the route was read back and confirmed correct; I loaded the new flight plan into the FMS and waited for a stopping point during taxi for the Captain to confirm and execute it.[We were cleared to climb via the SOLDO SID; SQS Transition]. The waypoints were confirmed with the chart waypoints [but we] misinterpreted the [at or above] 5;000 FT crossing restriction [at TREXX] with the climb and maintain alt of 10;000 FT. This confusion was due to quickly looking at the SID and viewing the 5;000 FT in bold for the specific runway and misunderstanding the text. Taking the time to slowly read the text would have helped prevent this error. I would also like to point out that some standard[ization] in the commercially provided chart [format] would be a huge factor in preventing these type of errors. Sometimes there are crossing restriction and maintain the initial altitude in the text of the specific [INITIAL CLIMB] runway text. Other times it is in bold large print at the top of all the specific runway instructions; and other times it is printed on the side. In this case; the initial alt was printed on the bottom under routing rather than bold altitude. Refer to the MSP JFK DTW and the DFW SID to understand this confusion.

Data retrieved from NASA's ASRS site 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.