Narrative:

We received our clearance through the air traffic control data link system on the CDU (control display unit). The clearance was reviewed by both the first officer (first officer) & ca (captain); which read cleared bltwy 6. Both the first officer and ca reviewed the SID and confirmed the top altitude 16;000. Given our takeoff clearance; we were told to turn left 360 degrees. After to (takeoff); there was radio congestion on the frequency preventing the tower from transferring us to departure control. After a lengthy time; I inquired to change to departure control. Upon checking in with iah departure; I called 'aircraft X climbing to 16;000 on a heading of 360.' departure replied; 'roger; maintain 16;000.' after a few moments; ATC asked us what altitude tower had given us on departure. I replied; 16;000. ATC then advised us of a possible altitude deviation and to standby for a phone number. I replied that we were given the bltwy 6 RNAV dep with an altitude of 16;000. ATC then gave me a phone number to call. After arrival; I called iah tower as requested. In that conversation; the tower manager said that we were given 4;000 feet per the cpdlc over ACARS. This is the first time that we were informed on the 4;000 restriction. I explained that neither the first officer nor I saw that altitude clearance and we understood 16;000 was our clearance. A conversation ensued about the fact that we did not receive the cpdlc over ACARS and received the clearance via the air traffic control data link system which does not allow printing of the clearance.receiving the ATC clearance over the air traffic control data link system without the ability to print the clearance and crosscheck with the FMS (flight management system) & SID is cumbersome. The clearance is displayed on a small screen; often times with multiple pages for the clearance. When reviewing the clearance; and paging through each page can cause the pilot to miss the full clearance. In this case; we both separately reviewed the clearance on the CDU and did not see the altitude restriction of 4;000. When given our takeoff clearance; we were given a heading of 360 and no altitude assignment. Give the ability to print and view the entire clearance as a whole. We review the flight plan; closeout; ATIS all as a whole document on our ipad or on paper. None of those do you have to page through to see the entire clearance. In addition; with the ability to print the clearance - pilots would have the ability to review throughout the preflight and taxi timeframe without accessing the air traffic control data link system pages on the CDU. I suggest when an altitude is different from the top altitude on the SID that ATC give that altitude in their takeoff clearance - since this is different from the published altitude on the SID. This would provide another layer of safety just like on a RNAV departure - ATC gives the cleared to first fix in their takeoff clearance.

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Original NASA ASRS Text

Title: Air Carrier flight crew reported missed altitude restriction in clearance.

Narrative: We received our clearance through the Air Traffic Control Data Link system on the CDU (Control Display Unit). The clearance was reviewed by both the FO (First Officer) & CA (Captain); which read cleared BLTWY 6. Both the FO and CA reviewed the SID and confirmed the TOP ALTITUDE 16;000. Given our takeoff clearance; we were told to turn left 360 degrees. After TO (Takeoff); there was radio congestion on the frequency preventing the tower from transferring us to departure control. After a lengthy time; I inquired to change to departure control. Upon checking in with IAH Departure; I called 'Aircraft X climbing to 16;000 on a heading of 360.' Departure replied; 'Roger; maintain 16;000.' After a few moments; ATC asked us what altitude Tower had given us on departure. I replied; 16;000. ATC then advised us of a possible altitude deviation and to standby for a phone number. I replied that we were given the BLTWY 6 RNAV Dep with an altitude of 16;000. ATC then gave me a phone number to call. After arrival; I called IAH Tower as requested. In that conversation; the Tower manager said that we were given 4;000 feet per the CPDLC over ACARS. This is the first time that we were informed on the 4;000 restriction. I explained that neither the FO nor I saw that altitude clearance and we understood 16;000 was our clearance. A conversation ensued about the fact that we did not receive the CPDLC over ACARS and received the clearance via the Air Traffic Control Data Link system which does not allow printing of the clearance.Receiving the ATC clearance over the Air Traffic Control Data Link system without the ability to print the clearance and crosscheck with the FMS (Flight Management System) & SID is cumbersome. The clearance is displayed on a small screen; often times with multiple pages for the clearance. When reviewing the clearance; and paging through each page can cause the pilot to miss the full clearance. In this case; we both separately reviewed the clearance on the CDU and did not see the altitude restriction of 4;000. When given our takeoff clearance; we were given a heading of 360 and no altitude assignment. Give the ability to print and view the entire clearance as a whole. We review the Flight plan; Closeout; ATIS all as a whole document on our iPad or on paper. None of those do you have to page through to see the entire clearance. In addition; with the ability to print the clearance - pilots would have the ability to review throughout the preflight and taxi timeframe without accessing the Air Traffic Control Data Link system pages on the CDU. I suggest when an altitude is different from the TOP ALTITUDE on the SID that ATC give that altitude in their takeoff clearance - since this is different from the published altitude on the SID. This would provide another layer of safety just like on a RNAV departure - ATC gives the cleared to first fix in their takeoff clearance.

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.