Narrative:

The teb tower cleared our flight to our destination and to depart runway 24 via the TEB6.teb SID. After engine start and passengers on board; we received our taxi clearance to the runway. During the taxi movement the following departure procedure off runway 24 was briefed as follows. After takeoff; climb runway heading to 1;500 ft; maintain 1;500 ft to 4.5 DME off teb VOR then turn right to heading 280 degrees and climb and maintain 2;000 ft. As the flying pilot I briefed the pilot not flying as stated above and he concurred. We received our takeoff clearance from runway 24 from the teb tower and I executed the departure as stated above. After checking in with new york TRACON we continued on course. At approximately 3.8 DME ATC asked if we were in a turn to a heading of 280 degrees. We immediately began our turn and completed this turn to a heading of 280 degrees by 4.0 DME. ATC then issued us a climb clearance to 2;000 ft and suggested we review the SID procedure for teb. At this point the pilot not flying reviewed the TEB6.teb off of runway 24 and discovered our error. In our rush to get our passengers to the destination we had misinterpreted the SID. The TEB6.teb SID states as follows; climb runway heading to 1;500 ft; at 1;500 ft turn right to a heading of 280 degrees; maintain 1;500 ft until reaching the teb 4.5 DME; then climb and maintain 2;000 ft thence via assigned heading to designated departure fix. As flying pilot I realized my error began with the misinterpretation of the SID during the taxi brief. We immediately apologized to the controller for the error. At this point ATC proceeded to issue us a further climb clearance and then handed us off to the next controller. The flight then proceeded to our destination without further incident. During our post flight briefing; I realized that I had misinterpreted the teb SID and as a crew we did not catch the apparent error. Part of the error was also attributed to the fact that in order to facilitate the passengers onboard we rushed the taxi brief. In order to correct this we decided on the following procedures. First; [we need] to slow the procedure down. Second; that any future briefings occur on the ramp prior to any taxi movement of the aircraft where the conditions are more conducive for such a procedure. Third; during this briefing the flying pilot and pilot not flying should both brief and verify that the proper procedure is being followed. Finally; the pilot not flying should actively monitor the procedure and re brief each segment of the procedure as it occurs. We believe that these procedures once instituted will provide us with the redundancy needed to prevent any future errors.

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Original NASA ASRS Text

Title: An Air Taxi Crew departed on the TEB6 SID and the Pilot Flying confused the 4.5 DME climb with turn when level at 1;500 FT. So began the turn after being reminded by ATC and the Non Flying Pilot.

Narrative: The TEB Tower cleared our flight to our destination and to depart Runway 24 via the TEB6.TEB SID. After engine start and passengers on board; we received our taxi clearance to the runway. During the taxi movement the following departure procedure off Runway 24 was briefed as follows. After takeoff; climb runway heading to 1;500 FT; maintain 1;500 FT to 4.5 DME off TEB VOR then turn right to heading 280 degrees and climb and maintain 2;000 FT. As the Flying Pilot I briefed the Pilot Not Flying as stated above and he concurred. We received our takeoff clearance from Runway 24 from the TEB Tower and I executed the departure as stated above. After checking in with New York TRACON we continued on course. At approximately 3.8 DME ATC asked if we were in a turn to a heading of 280 degrees. We immediately began our turn and completed this turn to a heading of 280 degrees by 4.0 DME. ATC then issued us a climb clearance to 2;000 FT and suggested we review the SID procedure for TEB. At this point the pilot not flying reviewed the TEB6.TEB off of Runway 24 and discovered our error. In our rush to get our passengers to the destination we had misinterpreted the SID. The TEB6.TEB SID states as follows; climb runway heading to 1;500 FT; at 1;500 FT turn right to a heading of 280 degrees; maintain 1;500 FT until reaching the TEB 4.5 DME; then climb and maintain 2;000 FT thence via assigned heading to designated departure fix. As Flying Pilot I realized my error began with the misinterpretation of the SID during the taxi brief. We immediately apologized to the Controller for the error. At this point ATC proceeded to issue us a further climb clearance and then handed us off to the next Controller. The flight then proceeded to our destination without further incident. During our post flight briefing; I realized that I had misinterpreted the TEB SID and as a crew we did not catch the apparent error. Part of the error was also attributed to the fact that in order to facilitate the passengers onboard we rushed the taxi brief. In order to correct this we decided on the following procedures. First; [we need] to slow the procedure down. Second; that any future briefings occur on the ramp prior to any taxi movement of the aircraft where the conditions are more conducive for such a procedure. Third; during this briefing the flying pilot and pilot not flying should both brief and verify that the proper procedure is being followed. Finally; the pilot not flying should actively monitor the procedure and re brief each segment of the procedure as it occurs. We believe that these procedures once instituted will provide us with the redundancy needed to prevent any future errors.

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.