A fraction airline crew departed on the TEB 6 SID from Runway 24 with an incorrect altimeter which made them 1;000 FT high. After ATC corrected the error; the distracted crew then they exceeded 200 KTS while climbing to a new assigned altitude.
Synopsis
A fraction airline crew departed on the TEB 6 SID from Runway 24 with an incorrect altimeter which made them 1;000 FT high. After ATC corrected the error; the distracted crew then they exceeded 200 KTS while climbing to a new assigned altitude.
Narrative
I was the PIC flying with a PIC qualified Co-captain. This was day 6 of 7; but our first day on this tail number. Previous night I didn't sleep well because of loud traffic noise at the hotel. I wasn't concerned about the noise or fatigue; [because] the previous brief had us traveling home by airline [and] it was my last scheduled work day. When I woke up; I saw the brief had us ferrying the airplane; then airlining home. Although I was a bit tired; the weather was good and it was only one leg. We arrived at the plane at XA:00. During the preflight I found three discrepancies that were MEL'ed: the airplane needed a few stock items; [chart] updates and the oxygen needed service. The Co-captain acquired the stock items and the latest [charts]. After the aircraft was fueled; I arranged for oxygen service and sent the MELs to Maintenance. By the time I got the MELs faxed to us and in the book we were 10 minutes past scheduled take off time. I sent in a late message on the [phone]. I got in the cockpit and we briefed departure; weather; route of flight; NOTAMs; anticipated taxi plan; etc. The initial plan was to takeoff on Runway 6 and fly the RUUDY 2 Departure. Just after we started our taxi; the Ground Controller informed us of a runway change and a new ETD. The new ETD was for XA:56; 30 minutes in the future. The Ground Controller told us to taxi via Q; right on G; left on L; left on C; hold short of Q. New departure [for] Runway 24 and the TEB 6 Departure. When we got to [Taxiway] Q; I asked the Controller if we could shut an engine down to preserve fuel. He said that would be fine [and] would call us back 5 minutes prior to taxi. At this point I felt I finally had a minute to relax [and] I started reviewing everything that had happened and remembered that we needed a re-release from Dispatch because of the MELs. I called the Dispatcher and was on hold for about 5 minutes. We got our new release and reviewed it. At about this time a new Controller came on and gave us taxi instructions. I told him it would be about 5 minutes as we had an engine shut down. After getting the engine started and a new taxi clearance we taxied to Runway 24. We got our takeoff clearance and flew the TEB 6 Departure as described. When I checked on with New York Departure I gave our indicated altitude; he said roger; gave us an aircraft advisory and said check altitude. Our altitude appeared to be correct. The Controller then asked me my assigned altitude; I said 1;500 FT. He then gave me the current altimeter setting. It was only then that I recognized that we had the wrong altimeter setting. We had 29.48 [and] the correct altimeter was 30.48. We were 1;000 FT feet high. The Controller then gave us a climb and nothing was ever said. During our ascent we inadvertently exceeded the 200 KT [restriction] below class B airspace. The airspeed went as high as 250 KTS. The rest of the flight I was pre-occupied with how this had happened. I obviously hadn't a good look at the altimeter the entire 30 minutes we were taxiing. If so I would have recognized that the altimeter indicated we were below sea level. I have read of numerous accidents that happened on approaches with the wrong altimeter setting and I normally cross check the final approach fix altitude against the planes indicated altitude. I will now check the aircrafts indicated altitude against field elevation during the flight instruments check on the before-taxi checklist. I evaluated my fatigue level prior to flying and thought I was good; but after the Maintenance actions; [getting the latest charts]; taxiing; and altitude deviation I realize I was too tired to fly safely.
Second reporter narrative
There were multiple distractions that hindered us; MEL items; [charts] out of date; airplane not stocked; a dirty airplane that we knew we were turning over to another crew at our destination. I'm sure some 'get-home-itis' was in there too. The automated ATIS voice at TEB is somewhat hard to understand. If I had gotten our clearance via PDC; I would have been required to verify my squawk and altimeter setting with Clearance prior to departure; that didn't happen. The changing of runways and departures didn't help. However; it boils down to diligence. I should have compared the altimeter setting to the airfield. I had at least a couple of opportunities to hear the correct altimeter setting over the radio; but I heard what I expected to hear other than the truth. Lastly; my partner could have caught the mistake. For whatever reason; none of this happened. Lesson learned. I will never block out without checking the altimeters against the field elevation again. Thankfully; there was no other traffic that we conflicted with and VMC conditions existed at the time.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.