Narrative:

We departed runway 29 oak shortly after a 319 airbus and the captain said he would do a fairly steep climb to avoid wake turbulence. A couple minutes later as we were passing about 3;000 MSL ATC said you were supposed to maintain 2;000 until passing 4 DME northwest of oakland VOR. We leveled at about 3;300 MSL and ask ATC if he would like us to descend back down. He said negative and gave us a clearance to 11;000. The flight was continued and there was no further reference to the event. Later in the flight we looked at the departure plate and realized we had missed the 4 DME restriction. When I copied the clearance and entered the flight plan in the computer I noted that there were several departure procedures for oak but the oakland 5 was not listed; could not be entered; and was a vector. Our clearance was as follows: cleared to ZZZ via the oakland five departure; concord then the arrival to ZZZ as filed maintain 11;000. I entered the plan we double checked the legs and discussed the takeoff and departure as part of our normal pre-start checks. Both of us looked at the departure; noted that it was a vector and our altitude clearance limit was 11;000. We somehow both missed the very small notes regarding the 4 DME at or below 2;000 restriction. I feel as though a combination of things caused this event. I should have reviewed the oak 5 departure more carefully. The clearance limit of 11;000 issued by ATC was misleading and kind of a trap. The print on the departure plate is very small and the 2;000 ft restriction is not printed darker or larger to stand out in the narrative; only in the depiction below the oak VOR. Fatigue may have been a factor. This was the third leg of a duty day that started with an early morning show after several days of much later show times. My sleep was interrupted a couple times before getting up. Still these things are not an excuse for misreading the departure plate. I will double my efforts to more carefully review departure and arrival procedures in the future.

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Original NASA ASRS Text

Title: Business jet failed to meet departure crossing restriction at OAK.

Narrative: We departed Runway 29 OAK shortly after a 319 Airbus and the Captain said he would do a fairly steep climb to avoid wake turbulence. A couple minutes later as we were passing about 3;000 MSL ATC said you were supposed to maintain 2;000 until passing 4 DME northwest of Oakland VOR. We leveled at about 3;300 MSL and ask ATC if he would like us to descend back down. He said negative and gave us a clearance to 11;000. The flight was continued and there was no further reference to the event. Later in the flight we looked at the departure plate and realized we had missed the 4 DME restriction. When I copied the clearance and entered the flight plan in the computer I noted that there were several departure procedures for OAK but the Oakland 5 was not listed; could not be entered; and was a vector. Our clearance was as follows: Cleared to ZZZ via the Oakland Five departure; Concord then the arrival to ZZZ as filed maintain 11;000. I entered the plan we double checked the legs and discussed the takeoff and departure as part of our normal pre-start checks. Both of us looked at the departure; noted that it was a vector and our altitude clearance limit was 11;000. We somehow both missed the very small notes regarding the 4 DME at or below 2;000 restriction. I feel as though a combination of things caused this event. I should have reviewed the OAK 5 departure more carefully. The clearance limit of 11;000 issued by ATC was misleading and kind of a trap. The print on the departure plate is very small and the 2;000 FT restriction is not printed darker or larger to stand out in the narrative; only in the depiction below the OAK VOR. Fatigue may have been a factor. This was the third leg of a duty day that started with an early morning show after several days of much later show times. My sleep was interrupted a couple times before getting up. Still these things are not an excuse for misreading the departure plate. I will double my efforts to more carefully review departure and arrival procedures in the future.

Data retrieved from NASA's ASRS site as of April 2012 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.