H25C flight crew accepts immediate departure clearance resulting in a teb SID overshoot.

Attributes
ACN	626439
Time
Date	200408
Day	Mon
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : teb.airport
State Reference	NJ
Altitude	msl single value : 1500
Environment
Flight Conditions	IMC
Light	Dawn
Aircraft 1
Controlling Facilities	tracon : n90.tracon
Operator	general aviation : corporate
Make Model Name	BAe 125 Series 1000
Operating Under FAR Part	Part 91
Flight Phase	climbout : intermediate altitude
Flight Plan	IFR
Person 1
Affiliation	company : corporate
Function	flight crew : captain oversight : pic
Qualification	pilot : cfi pilot : atp
Experience	flight time last 90 days : 92 flight time total : 14000 flight time type : 1150
ASRS Report	626439
Person 2
Affiliation	company : corporate
Function	flight crew : first officer
Qualification	pilot : atp
Experience	flight time last 90 days : 400 flight time total : 8910 flight time type : 400
ASRS Report	627452
Events
Anomaly	altitude deviation : crossing restriction not met altitude deviation : overshoot non adherence : published procedure non adherence : clearance
Independent Detector	atc equipment other atc equipment : radar other controllera
Resolutory Action	controller : issued advisory controller : issued new clearance flight crew : became reoriented
Consequence	faa : reviewed incident with flight crew
Supplementary
Problem Areas	Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

It was early morning and I was flying with a new hire. It was our second leg and the first flight that I had flown with him. We had come down to teb for a pick-up. Our passenger had showed up 20 mins early, so we were in a little hurry to get things done and get going. I was watching the taxi chart while the other pilot taxied out, it is a little tricky getting to the runway. When we got to the runway 24, I was going to look over the departure (teb 5 departure) one more time. The tower gave us an immediate takeoff. I looked quick at the departure for runway 24 and saw maintain 2000 ft, so I set that into the 2000 ft altitude alerter. The maintain 2000 ft I saw was the line above runway 24. Our instructions were to maintain 1500 ft until passing the teb 4.5 DME, then climb maintain 2000 ft. I was in too much of a rush. I should have told the tower we needed a couple of mins before we were ready for departure. Teb tower handed us off to departure and we were going through 1500 ft for 2000 ft when I called in. I said we were leveling at 2000 ft. The controller came back and said that we were to be at 1500 ft on departure, but to maintain 2000 ft. He came back and said all departures off teb were to stop at 1500 ft initially. I looked at the departure again and saw my mistake. It would be nice if the charts could display the sids for all airports with multiple instructions for departure runways with a line separating each set of runway departure instructions. For the teb 5 departure, all of the takeoff instructions run together and it can be confusing. If you look at lga nine departure page, they separate each set of instructions with a line. When you add in a dark cockpit, and being in a hurry, it can lead to confusion.

Original NASA ASRS Text

Title: H25C FLT CREW ACCEPTS IMMEDIATE DEP CLRNC RESULTING IN A TEB SID OVERSHOOT.

Narrative: IT WAS EARLY MORNING AND I WAS FLYING WITH A NEW HIRE. IT WAS OUR SECOND LEG AND THE FIRST FLT THAT I HAD FLOWN WITH HIM. WE HAD COME DOWN TO TEB FOR A PICK-UP. OUR PAX HAD SHOWED UP 20 MINS EARLY, SO WE WERE IN A LITTLE HURRY TO GET THINGS DONE AND GET GOING. I WAS WATCHING THE TAXI CHART WHILE THE OTHER PLT TAXIED OUT, IT IS A LITTLE TRICKY GETTING TO THE RWY. WHEN WE GOT TO THE RWY 24, I WAS GOING TO LOOK OVER THE DEP (TEB 5 DEP) ONE MORE TIME. THE TWR GAVE US AN IMMEDIATE TKOF. I LOOKED QUICK AT THE DEP FOR RWY 24 AND SAW MAINTAIN 2000 FT, SO I SET THAT INTO THE 2000 FT ALT ALERTER. THE MAINTAIN 2000 FT I SAW WAS THE LINE ABOVE RWY 24. OUR INSTRUCTIONS WERE TO MAINTAIN 1500 FT UNTIL PASSING THE TEB 4.5 DME, THEN CLB MAINTAIN 2000 FT. I WAS IN TOO MUCH OF A RUSH. I SHOULD HAVE TOLD THE TWR WE NEEDED A COUPLE OF MINS BEFORE WE WERE READY FOR DEP. TEB TWR HANDED US OFF TO DEP AND WE WERE GOING THROUGH 1500 FT FOR 2000 FT WHEN I CALLED IN. I SAID WE WERE LEVELING AT 2000 FT. THE CTLR CAME BACK AND SAID THAT WE WERE TO BE AT 1500 FT ON DEP, BUT TO MAINTAIN 2000 FT. HE CAME BACK AND SAID ALL DEPS OFF TEB WERE TO STOP AT 1500 FT INITIALLY. I LOOKED AT THE DEP AGAIN AND SAW MY MISTAKE. IT WOULD BE NICE IF THE CHARTS COULD DISPLAY THE SIDS FOR ALL ARPTS WITH MULTIPLE INSTRUCTIONS FOR DEP RWYS WITH A LINE SEPARATING EACH SET OF RWY DEP INSTRUCTIONS. FOR THE TEB 5 DEP, ALL OF THE TKOF INSTRUCTIONS RUN TOGETHER AND IT CAN BE CONFUSING. IF YOU LOOK AT LGA NINE DEP PAGE, THEY SEPARATE EACH SET OF INSTRUCTIONS WITH A LINE. WHEN YOU ADD IN A DARK COCKPIT, AND BEING IN A HURRY, IT CAN LEAD TO CONFUSION.

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.