Lear 45 flight crew has an altitude deviation during the TEB5 departure.

Attributes
ACN	710556
Time
Date	200609
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : teb.airport
State Reference	NJ
Altitude	msl single value : 2000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : n90.tracon
Operator	general aviation : personal
Make Model Name	Learjet 45
Operating Under FAR Part	Part 91
Navigation In Use	other
Flight Phase	climbout : initial
Route In Use	departure sid : teb
Flight Plan	IFR
Aircraft 2
Controlling Facilities	tracon : n90.tracon
Make Model Name	Balloon
Person 1
Affiliation	other
Function	flight crew : captain oversight : pic
Qualification	pilot : instrument pilot : multi engine pilot : cfi pilot : atp
Experience	flight time last 90 days : 75 flight time total : 183 flight time type : 660
ASRS Report	710556
Person 2
Affiliation	other
Function	flight crew : first officer
Events
Anomaly	altitude deviation : excursion from assigned altitude altitude deviation : overshoot conflict : airborne less severe non adherence : published procedure non adherence : clearance
Independent Detector	other controllerb other flight crewa other flight crewb
Resolutory Action	controller : issued advisory flight crew : returned to assigned altitude
Consequence	faa : reviewed incident with flight crew
Miss Distance	vertical : 500
Supplementary
Problem Areas	Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance

Narrative:

This report concerns a SID involving an altitude deviation. The event described was during a crash fire rescue equipment 91 flight from teb. Upon takeoff from teb (runway 24); I misinterped a published SID (teb 5 departure) by flying an altitude higher than published in relation to a DME off teb VOR. The procedure states that taking off from runway 24 (for DME equipped aircraft) to climb on runway heading until reaching 1500 ft; then turn right heading 280 degrees. Maintain 1500 ft until passing 4.5 DME teb; then climb and maintain 2000 ft. I did maintain runway heading until reaching 1500 ft; then I turned right heading 280 degrees; followed by a climb to 2000 ft before reaching 4.5 DME teb. Before cleared to takeoff on runway 24; the control tower advised traffic; an airship at 1500 ft (I don't remember what his distance was in relation to our departure end of runway 24). I maintained the visual with the airship on takeoff climb (and advised the PNF to maintain visual with the airship also); but I wanted to climb to 2000 ft as soon as I could to make sure that I would be clear of it. This is one factor that contributed/distraction me from scanning my altitude; mistakenly climbing to 2000 ft before reaching 4.5 DME teb. Reviewing the SID procedure right after the turn to a heading of 280 degrees; the PNF advised me off my altitude deviation. Things were happening quickly as usual when flying a turbine pwred aircraft in a congested airspace. When I discovered my mistake; we were switching frequencys to new york departure control frequency. Departure controller immediately advised us of the mistakenly flown altitude and reminded us to be more cautious/careful regarding complying with the departure procedures. We agreed with the controller and apologized for the mistake. At that point; I could not believe that I had busted a SID clearance altitude by mistake; due to the fact that I strive for excellence as far as being the safest professional pilot/CFI I can possibly be -- efficiently and proficiently.

Original NASA ASRS Text

Title: LEAR 45 FLT CREW HAS AN ALTDEV DURING THE TEB5 DEP.

Narrative: THIS RPT CONCERNS A SID INVOLVING AN ALT DEV. THE EVENT DESCRIBED WAS DURING A CFR 91 FLT FROM TEB. UPON TKOF FROM TEB (RWY 24); I MISINTERPED A PUBLISHED SID (TEB 5 DEP) BY FLYING AN ALT HIGHER THAN PUBLISHED IN RELATION TO A DME OFF TEB VOR. THE PROC STATES THAT TAKING OFF FROM RWY 24 (FOR DME EQUIPPED ACFT) TO CLB ON RWY HDG UNTIL REACHING 1500 FT; THEN TURN R HDG 280 DEGS. MAINTAIN 1500 FT UNTIL PASSING 4.5 DME TEB; THEN CLB AND MAINTAIN 2000 FT. I DID MAINTAIN RWY HDG UNTIL REACHING 1500 FT; THEN I TURNED R HDG 280 DEGS; FOLLOWED BY A CLB TO 2000 FT BEFORE REACHING 4.5 DME TEB. BEFORE CLRED TO TKOF ON RWY 24; THE CTL TWR ADVISED TFC; AN AIRSHIP AT 1500 FT (I DON'T REMEMBER WHAT HIS DISTANCE WAS IN RELATION TO OUR DEP END OF RWY 24). I MAINTAINED THE VISUAL WITH THE AIRSHIP ON TKOF CLB (AND ADVISED THE PNF TO MAINTAIN VISUAL WITH THE AIRSHIP ALSO); BUT I WANTED TO CLB TO 2000 FT AS SOON AS I COULD TO MAKE SURE THAT I WOULD BE CLR OF IT. THIS IS ONE FACTOR THAT CONTRIBUTED/DISTR ME FROM SCANNING MY ALT; MISTAKENLY CLBING TO 2000 FT BEFORE REACHING 4.5 DME TEB. REVIEWING THE SID PROC RIGHT AFTER THE TURN TO A HDG OF 280 DEGS; THE PNF ADVISED ME OFF MY ALTDEV. THINGS WERE HAPPENING QUICKLY AS USUAL WHEN FLYING A TURBINE PWRED ACFT IN A CONGESTED AIRSPACE. WHEN I DISCOVERED MY MISTAKE; WE WERE SWITCHING FREQS TO NEW YORK DEP CTL FREQ. DEP CTLR IMMEDIATELY ADVISED US OF THE MISTAKENLY FLOWN ALT AND REMINDED US TO BE MORE CAUTIOUS/CAREFUL REGARDING COMPLYING WITH THE DEP PROCS. WE AGREED WITH THE CTLR AND APOLOGIZED FOR THE MISTAKE. AT THAT POINT; I COULD NOT BELIEVE THAT I HAD BUSTED A SID CLRNC ALT BY MISTAKE; DUE TO THE FACT THAT I STRIVE FOR EXCELLENCE AS FAR AS BEING THE SAFEST PROFESSIONAL PLT/CFI I CAN POSSIBLY BE -- EFFICIENTLY AND PROFICIENTLY.

Data retrieved from NASA's ASRS site as of January 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.