SINGLE PLT OF CESSNA CITATION EXPERIENCES NUMEROUS ATC AND SID COMPLIANCE ANOMALIES ON DEP FROM TEB.

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I HAD ARRIVED AT TEB THE PREVIOUS EVENING AND WAS TO DEPART AROUND XA00 LOCAL TIME. I WAS OPERATING THE CITATION JET AS A SINGLE PLT FOR THE PRIVATE OWNER. AS I HAD NOT BEEN TO TEB IN MANY YEARS; I CALLED FOR AND RECEIVED MY CLRNC PRIOR TO THE ARR OF MY PAX AND CAREFULLY REVIEWED THE ASSIGNED SID. IN FACT; AS AN EXERCISE AND SAFEGUARD; I WROTE OUT THE DEP PROC ON MY FLT LOG; WHICH WOULD BE AVAILABLE TO ME IN ADDITION TO THE CHART. THE RWY 24 PROC REQUIRED AN INITIAL CLB TO 1500 FT MSL ON THE RWY HDG; THEN A TURN TO 280 DEGS AND CLB TO AND MAINTAIN 2000 FT AFTER CROSSING 4.5 DME FROM TEB. AT THIS SAME TIME; I COPIED THE ATIS AND ALSO SET THE STANDBY ALTIMETER TO THE CURRENT SETTING. THE PRESSURE HAD RISEN SIGNIFICANTLY DURING THE NIGHT. I DID NOT SET THE PLT'S AND CO-PLT'S ALTIMETERS AT THIS TIME AS THEY ARE INTEGRAL TO THE EFIS/PFDS AND REQUIRE THE SHIP'S POWER AND AVIONICS MASTER BE ON. THE FBO RAMP WAS EXTREMELY CONGESTED AND MY PLANE WAS PARKED CLOSE TO THE FBO ENTRANCE; WHICH WAS IN THE BLAST ZONE OF MY EXHAUST. AFTER BOARDING MY PAX AND STARTING ENGINES; I MOVED AWAY FROM THE ENTRANCE AS SOON AS POSSIBLE. THERE WAS NO ROOM ON THE RAMP TO LOITER; SO I REQUESTED TAXI CLRNC TO RWY 24 BEFORE COMPLETING MY 'BEFORE TAXI' CHECKS. THIS WAS MY BIG MISTAKE; BUT THAT DIDN'T BECOME APPARENT UNTIL LATER. I WAS INSTRUCTED TO CROSS THE APCH END OF RWY 19 AND PROCEED TO RWY 24. AS I APCHED THE END OF RWY 19; IT APPEARED THAT THE TXWY WAS CLOSED ON THE OTHER SIDE. THERE WERE A LARGE NUMBER OF ORANGE TFC CONES BLOCKING VARIOUS AREAS AND MEN AND EQUIPMENT WERE WORKING IN THE AREA. THIS CONFUSED ME AND I INITIATED A PREMATURE TURN AT TXWY L; WHICH WAS JUST SHORT OF THE APCH END OF RWY 19. I IMMEDIATELY REALIZED MY MISTAKE; THOUGH STILL CONFUSED ABOUT THE TFC CONES; AND TURNED BACK TOWARD THE APCH END OF RWY 19. AT THE SAME TIME; TEB GND ISSUED A REPRIMAND TO ME. I RESPONDED THAT I HAD CAUGHT MY ERROR; BUT THAT THE CONES WERE CONFUSING FROM GND LEVEL IN THAT AREA. (JUST AFTER PASSING TXWY L; IT BECAME APPARENT; DUE TO THE CHANGING ANGLE OF VIEW; THAT THERE ACTUALLY WAS A NARROW LANE OPEN BETWEEN THE CONES THAT PERMITTED NORMAL TAXI.) UNFORTUNATELY; THIS CONFUSION ON THE TAXI RTE HAPPENED AT THE SAME TIME THAT I WAS PERFORMING THE INSTRUMENT CROSS CHECK ON THE PRE-TAXI CHECK. WHEN I RESUMED THE CHECKLIST; I DIDN'T REALIZE THAT I HAD MANAGED TO SKIP THE ALTIMETER CROSS CHECK. I HAD NEVER RESET THE PLT'S AND CO-PLT'S ALTIMETERS; BUT I DIDN'T CATCH THIS ERROR UNTIL AIRBORNE. UPON TKOF; I CONCENTRATED ON BOTH THE NOISE ABATEMENT PROC (HAVING BEEN MET BY AN ARPT OFFICIAL UPON ARR THE EVENING BEFORE; WHO WAS VERY INSISTENT UPON THE CONSEQUENCES OF FAILING TO MEET THE NOISE STANDARD) AND THE VERTICAL/LATERAL SID REQUIREMENTS. I WAS SURPRISED WHEN TEB TOWER; BEFORE HANDING ME OFF; ASKED ME IF I FREQUENTED TEB AND ADVISED THAT THERE WAS AN 'ADDITIONAL ALTITUDE RESTRICTION' (THAT I HAD MISSED) TO 'KEEP YOU CLEAR OF EWR TRAFFIC OVERHEAD.' THIS ALARMED ME; BECAUSE I THOUGHT I HAD COMPLETELY MISREAD THE SID. I REALIZED ONLY LATER THAT I HAD FLOWN TOO HIGH (ABOVE 1500 FT) DUE TO A MISSSET ALTIMETER. FRANKLY; THE CALL BY TOWER RATTLED ME A LITTLE AND AS I SWITCHED TO NY DEP; I COULDN'T UNDERSTAND HOW I MISSED A STEP ON THE SID. IT WASN'T UNTIL ATC QUESTIONED ME A COUPLE OF MINUTES LATER ABOUT WHETHER I WAS LEVEL AT 6000 FT THAT I REALIZED MY ALTIMETER ERROR. MEANWHILE; MY AUTOPLT HAD DISENGAGED AND WOULDN'T REENGAGE (L/R ATTITUDE MISCOMPARE DUE TO AN AHRS PRECESSION ISSUE -- I TOOK IT TO MAINT THE NEXT DAY). THEN I WAS GIVEN A VECTOR TO INTERCEPT THE COL '350 DEG RADIAL INBOUND AND RESUME THE SID.' I WASN'T EXPECTING THE VECTOR AND RADIAL AND WHEN I PROGRAMMED THE FMS I INCORRECTLY ENTERED THE RECIPROCAL OF 350 AS 190 INSTEAD OF 170. I SOON REALIZED THAT THE COMMANDED TURN TO INTERCEPT WAS WRONG; BUT AS I TRIED TO SORT IT OUT; DEP ISSUED ME A VECTOR. (I HAD JUST SWITCHED FROM VOR MODE TO FMS MODE ON THE PFD. I COULD HAVE SWITCHED BACK TO VOR AND DIALED IN THE RADIAL; BUT SINCE THE FMS ALREADY HAD THE REST OF THE SID AFTER COL PROGRAMMED; IT SEEMED LOGICAL TO USE IT. UNFORTUNATELY; BY THIS TIME; ALONE AND WITH NO AUTOPLT; I WAS STARTING TO GET LOADED UP. I WASN'T HAVING ANY TROUBLE HAND-FLYING HDG AND ALTITUDE; BUT I WAS HAVING DIFFICULTY QUICKLY TROUBLESHOOTING AND RE-PROGRAMMING THE EFIS/FMS IN NY'S BUSY AIRSPACE.) THIS WHOLE COMEDY OF ERRORS COULD HAVE BEEN AVOIDED HAD I FOUND A PLACE TO 'PARK IT' AND COMPLETE THE 'BEFORE TAXI' CHECKLIST BEFORE TAXIING! AS A SINGLE PLT; I RELY GREATLY ON MY CHECKLIST AND 'FLOW;' AS I HAVE NO SIC FOR A BACKSTOP. UNFORTUNATELY; DUE TO THE UNUSUAL CIRCUMSTANCES OF THE CROWDED RAMP; I SET MYSELF UP FOR FAILURE BY RUSHING AND INAPPROPRIATE MULTI-TASKING. AS A RESULT THE PERFECTLY FORESEEABLE DISTRACTION DURING TAXI CAUSED A CRITICAL MISTAKE TO GO UNCORRECTED. THE AUTOPLT PROBLEM AND POSSIBLY THE ERRONEOUS RADIAL TO COL WOULD HAVE OCCURRED ANYWAY; BUT THERE WOULD HAVE BEEN NO STRESS INDUCING ALTITUDE BUSTS (AND ACCOMPANYING REMARKS FROM ATC); SO PRESUMABLY THOSE ISSUES WOULD HAVE BEEN HANDLED MORE EFFICIENTLY. AS IT HAPPENED; MY CAREFUL ATTENTION TO THE REQUIREMENTS OF THE SID CAME TO NAUGHT; BECAUSE OF THIS BASIC ERROR. I VOW TO REDOUBLE MY EFFORTS AT CHECKLIST DISCIPLINE IN ORDER TO AVOID EVER HAVING ANOTHER SUCH INCIDENT.