Narrative:

This event occurred during our climbout from oak. We got our clearance through pre departure clearance which was to depart via the COAST5 departure; climb and maintain 10;000 ft and then as filed. My co-pilot input the clearance and route into the FMS and confirmed all the fixes were correct for our route. Then during our pre-departure brief we both confirmed all fixes and altitude restrictions for each fix and briefed the departure procedures section at the bottom of the COAST5 departure plate. The procedure states runway heading; then expect vectors on course. Then we received our taxi clearance and since neither one of us were very familiar with oak airport our focus was on taxiing and when we arrived at the runway we were immediately cleared into position hold on runway 29. I repeated what we briefed; runway heading to 10;000 ft; then vectors. We were cleared for takeoff and during climbout we were switched to norcal and checked in. Upon check-in with norcal he advised us of a 2;000 ft at or below restriction until the 4 DME when departing oak; and then told us to climb and maintain 15;000 ft. There were no TCAS alerts and norcal said nothing further about it. We reviewed the COAST5 departure and realized both of us missed the graphical depiction showing the 2;000 ft restriction to the 4 DME. This restriction is only depicted in the picture; not in the text. This event may have been avoided if we had reviewed the COAST5 departure plate more closely and if either one of us had been more familiar with the oak airport procedures. Our focus when briefing the departure restrictions was on the fixes and the route. We missed the graphical depiction showing the 2;000 ft restriction to the 4 DME. We need to look more closely; especially when a departure like this one is very busy. I believe if the chart would indicate this restriction at the bottom of the plate in the departure procedures section; like they do for the TEB5 at teb we would not have missed this restriction. If we had noticed this restriction we would have set 2;000 ft in the altitude alerter not 10;000 ft. In the future; I will make sure I look more closely for any graphical restrictions and I am sure my co-pilot will do the same.

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Original NASA ASRS Text

Title: Corporate jet departing from OAK assigned the COAST5 SID was advised by ATC that the flight had failed to comply with the 2000 FT crossing restriction; the reporter suggested the restrictions should be referenced in the SID text information.

Narrative: This event occurred during our climbout from OAK. We got our clearance through PDC which was to depart via the COAST5 departure; climb and maintain 10;000 FT and then as filed. My co-pilot input the clearance and route into the FMS and confirmed all the fixes were correct for our route. Then during our pre-departure brief we both confirmed all fixes and altitude restrictions for each fix and briefed the departure procedures section at the bottom of the COAST5 departure plate. The procedure states runway heading; then expect vectors on course. Then we received our taxi clearance and since neither one of us were very familiar with OAK airport our focus was on taxiing and when we arrived at the runway we were immediately cleared into position hold on RWY 29. I repeated what we briefed; runway heading to 10;000 FT; then vectors. We were cleared for takeoff and during climbout we were switched to NORCAL and checked in. Upon check-in with NORCAL he advised us of a 2;000 FT at or below restriction until the 4 DME when departing OAK; and then told us to climb and maintain 15;000 FT. There were no TCAS alerts and NORCAL said nothing further about it. We reviewed the COAST5 departure and realized both of us missed the graphical depiction showing the 2;000 FT restriction to the 4 DME. This restriction is only depicted in the picture; not in the text. This event may have been avoided if we had reviewed the COAST5 departure plate more closely and if either one of us had been more familiar with the OAK airport procedures. Our focus when briefing the departure restrictions was on the fixes and the route. We missed the graphical depiction showing the 2;000 FT restriction to the 4 DME. We need to look more closely; especially when a departure like this one is very busy. I believe if the chart would indicate this restriction at the bottom of the plate in the departure procedures section; like they do for the TEB5 at TEB we would not have missed this restriction. If we had noticed this restriction we would have set 2;000 FT in the altitude alerter not 10;000 FT. In the future; I will make sure I look more closely for any graphical restrictions and I am sure my co-pilot will do the same.

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.