An Air Carrier crew briefed the EWR 8 Runway 22R departure and the modified initial altitude of 2;500 FT but climbed to 5;000 FT because of distractions and rushed operations.
Synopsis
An Air Carrier crew briefed the EWR 8 Runway 22R departure and the modified initial altitude of 2;500 FT but climbed to 5;000 FT because of distractions and rushed operations.
Narrative
We missed a note in the PDC clearance that assigned us a new altitude to climb to; instead of what was on the chart; which is what we set and climbed to. So; as we climbed through 3;300 FT; ATC queried us and informed us we were supposed to stop at 2;500 instead. Fortunately; there was no other traffic and separation was not an issue. ATC said 'that's okay; just continue your climb to 5;000.' An early morning report for a EWR turn; normally operated by a difference equipment type; found us instantly in unfamiliar territory. I had been to EWR about six years ago; but as a First Officer. During the whole flight from EWR we discussed early on; all the things we needed to familiarize ourselves with the EWR operation. Upon arrival at EWR; as forecast; we were to experience moderate turbulence in the descent as well as a 20 KT direct crosswind with gusts above that. Since we were a little late arriving; we were faced with a quick turn. Despite the pressures to get back on time we tried to take things methodically to prepare for a departure from an unfamiliar airport. We did the legs check; briefed the departure and at some point must have gotten distracted as I missed the note at the end of the PDC that we were assigned a new altitude to level off at 2;500 FT; which is different from the charted altitude of 5;000 FT. I think; despite our best efforts to mitigate any errors in operating at this unfamiliar airport; we were unable to catch this note and we made this mistake. It was a busy departure with a strong crosswind and turbulence. It frustrates me and makes me angry at myself for allowing this to happen. As I said before; we were as methodical as possible; or so we thought; to prevent any errors from happening. I've learned that to help mitigate such errors one must proceed even slower and more methodical than originally planned. If we had actually had the PDC page on the CDU while the brief was conducted we would have avoided this embarrassing error. It might also be a good idea to tune out all extra noise. On this flight; while we were trying to brief; we had a jumpseater in the flight deck; rampers handing us fuel receipts; gate agents handing bag cards and final weather; Flight Attendant asking to close the door; rampers getting permission to disconnect AC power and all the other extraneous noise that a crew normally finds on a late inbound quickturn.
Second reporter narrative
This was my first time flying to EWR. My Captain's first time in many years. I got the ATIS and clearance and over ACARS and wrote the ATIS down. I popped the clearance up and announced 'clearance' and began copying the clearance onto the TOLD card and noted the altitude 'exception to SID maintain 2;500'. I wrote down '2.5' on the TOLD card. After this was done I continued setting up the FMS for the flight. After setting up the FMS we briefed the departure (EWR 8 off 22R). We noted the altitude for the departure of 5;000 and set that into the altitude preselect. We continued as normal completing checklists early so that we could both be heads up. I put the departure in the approach clip. We got to the end of the runway and were cleared for takeoff. I began the climb up to 5;000 and we switched to Departure and we gave our altitude approximately 2;700 climbing to 5;000. Departure said roger then called back and said 'What altitude are you climbing through'? [We replied] '3;000 for 5;000'. [Controller] 'Oh I thought you were going to stop at 2;500'. [Us] 'No our clearance was to 5;000'. [Controller] 'OK continue to 5;000'. Captain pulled up the clearance on ACARS saw 'exception to SID maintain 2;500'. EWR ATC change from the departure procedure was successfully communicated between pilots or between us and the machine. First Officer should be required to write down the clearance and the Captain should put in both the squawk code and altitude with standard verification call for the First Officer.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.