Narrative:

On departure of runway 24 at teb we were flying the TEB6.teb SID. On the initial climb we complied with all noise abatement procedures and at 1500 MSL initiated the turn to a heading of 280 as depicted. However; due to sudden confusion about the SID we both became temporarily distracted and we started the climb to 2000 MSL prior to the 4.5 DME teb. New york departure reminded us of the 4.5 DME and asked us to review the SID for the next time. The pilot not flying and I reviewed the SID and briefed it thoroughly prior to engine start and again during the crew brief on the checklist. We both felt very comfortable with the brief and the procedure. Once we leveled off at cruise altitude of FL400 we discussed what happened and concluded we both were at fault and we made a mistake. When we initiated the turn to 280 at 1500 MSL the pilot not flying looked down at the SID and had a question about the turn and; for a second; thought the turn was incorrect. I was the pilot flying and I allowed myself to get distracted and continued the climb to 2000 MSL prior to the 4.5 DME teb. It was a slow climb and we were going through 1800 MSL when new york departure began giving us headings to depart as filed. They also reminded us we climbed early and to review the SID. In conclusion: better attention to detail and communication on the SID will prevent sudden confusions and distractions between both pilots.

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Original NASA ASRS Text

Title: A corporate jet flight crew thoroughly briefed the TEB6 departure but became confused after turning to the 280 heading about when to start the climb to 2;000 and began the climb prior to 4.5 DME.

Narrative: On departure of Runway 24 at TEB we were flying the TEB6.TEB SID. On the initial climb we complied with all noise abatement procedures and at 1500 MSL initiated the turn to a heading of 280 as depicted. However; due to sudden confusion about the SID we both became temporarily distracted and we started the climb to 2000 MSL prior to the 4.5 DME TEB. New York Departure reminded us of the 4.5 DME and asked us to review the SID for the next time. The pilot not flying and I reviewed the SID and briefed it thoroughly prior to engine start and again during the crew brief on the checklist. We both felt very comfortable with the brief and the procedure. Once we leveled off at cruise altitude of FL400 we discussed what happened and concluded we both were at fault and we made a mistake. When we initiated the turn to 280 at 1500 MSL the pilot not flying looked down at the SID and had a question about the turn and; for a second; thought the turn was incorrect. I was the pilot flying and I allowed myself to get distracted and continued the climb to 2000 MSL prior to the 4.5 DME TEB. It was a slow climb and we were going through 1800 MSL when New York Departure began giving us headings to depart as filed. They also reminded us we climbed early and to review the SID. In conclusion: Better attention to detail and communication on the SID will prevent sudden confusions and distractions between both pilots.

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.