Narrative:

Departure out of teb; nj; on runway 24; we were assigned the teb 5 departure. On the taxi out to the runway; the departure procedure was reviewed and briefed. We were then cleared for takeoff on runway 24. We climbed to an altitude of 1500 ft MSL. Upon reaching 1500 ft MSL; we executed a right turn to 280 degrees following the SID's instructions. We were then told to contact departure. Before checking in and right in the turn I told the flying pilot we could continue to 2000 ft MSL as per SID instructions. We used our moving map display to verify we were in the right position and we were in agreement. I checked on with departure; 'climbing to 2000 ft.' departure controller then stated; 'you should be at 1500 ft; study your SID; climb to 4000 ft.' I then looked at the DME and it stated 4.2. I am estimating we began the climb at about 4.0 DME from teb; the SID states climb to 2000 passing 4.5 DME. I believe the factors that caused this event to be: 1) briefing the departure on the taxi; as opposed to both pilots looking at the departure in the chocks when full attention could have been focused. 2) trusting/not understanding exactly what the FMS/moving map were displaying at the present time. 3) not verifying the DME off of teb and using solely the map display. 4) long duty day may have been a factor; we had been on duty for just over 10 hours at this point. Fortunately no other aircraft were involved and no loss of separation occurred; as the controller was going to continue climbing us right away. In the future I will always brief the departures in the chocks; read them more carefully; and backup primary data displayed on the moving map display with DME/VOR.

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Original NASA ASRS Text

Title: FA50 FLT CREW DEPARTING TEB ON RWY 24 FAILS TO MEET 4.5 DME CROSSING RESTRICTION ON TETERBORO SID.

Narrative: DEPARTURE OUT OF TEB; NJ; ON RUNWAY 24; WE WERE ASSIGNED THE TEB 5 DEPARTURE. ON THE TAXI OUT TO THE RUNWAY; THE DEPARTURE PROCEDURE WAS REVIEWED AND BRIEFED. WE WERE THEN CLEARED FOR TAKEOFF ON RWY 24. WE CLIMBED TO AN ALTITUDE OF 1500 FT MSL. UPON REACHING 1500 FT MSL; WE EXECUTED A RIGHT TURN TO 280 DEGREES FOLLOWING THE SID'S INSTRUCTIONS. WE WERE THEN TOLD TO CONTACT DEPARTURE. BEFORE CHECKING IN AND RIGHT IN THE TURN I TOLD THE FLYING PILOT WE COULD CONTINUE TO 2000 FT MSL AS PER SID INSTRUCTIONS. WE USED OUR MOVING MAP DISPLAY TO VERIFY WE WERE IN THE RIGHT POSITION AND WE WERE IN AGREEMENT. I CHECKED ON WITH DEPARTURE; 'CLIMBING TO 2000 FT.' DEPARTURE CONTROLLER THEN STATED; 'YOU SHOULD BE AT 1500 FT; STUDY YOUR SID; CLIMB TO 4000 FT.' I THEN LOOKED AT THE DME AND IT STATED 4.2. I AM ESTIMATING WE BEGAN THE CLIMB AT ABOUT 4.0 DME FROM TEB; THE SID STATES CLIMB TO 2000 PASSING 4.5 DME. I BELIEVE THE FACTORS THAT CAUSED THIS EVENT TO BE: 1) BRIEFING THE DEPARTURE ON THE TAXI; AS OPPOSED TO BOTH PILOTS LOOKING AT THE DEPARTURE IN THE CHOCKS WHEN FULL ATTENTION COULD HAVE BEEN FOCUSED. 2) TRUSTING/NOT UNDERSTANDING EXACTLY WHAT THE FMS/MOVING MAP WERE DISPLAYING AT THE PRESENT TIME. 3) NOT VERIFYING THE DME OFF OF TEB AND USING SOLELY THE MAP DISPLAY. 4) LONG DUTY DAY MAY HAVE BEEN A FACTOR; WE HAD BEEN ON DUTY FOR JUST OVER 10 HOURS AT THIS POINT. FORTUNATELY NO OTHER AIRCRAFT WERE INVOLVED AND NO LOSS OF SEPARATION OCCURRED; AS THE CONTROLLER WAS GOING TO CONTINUE CLIMBING US RIGHT AWAY. IN THE FUTURE I WILL ALWAYS BRIEF THE DEPARTURES IN THE CHOCKS; READ THEM MORE CAREFULLY; AND BACKUP PRIMARY DATA DISPLAYED ON THE MOVING MAP DISPLAY WITH DME/VOR.

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.