Narrative:

While departing to the north on the ORD5; we were instructed to slow to 250 KTS as I leveled off at 15;000 ft. I was indicating 290 KTS; and I complied with ATC instructions. No further mention or discussion about the request to reduce airspeed followed; and a quick review of the ORD5 confirmed that although some way points with a southerly routing required a mandatory 250 KTS; our routing did not. Although my first officer had already done the updates for ord; when time permitted I had my him check to see if a newer ord SID might have not have been pulled. After searching; it was discovered that several revisions; including a new ORD6; had been missed. ORD6 required 250 KTS until advised in all sectors. My first officer had written the ORD5 as the departure clearance; and since I also reviewed the ORD5 prior to departure; nothing seemed out of place. Upon reviewing the company filed flight plan; I discovered we were filed on the ORD6; but since my primary focus was on the 'as filed' portion of the flight plan following the written STAR; I didn't see that until much later. As noted; ATC only asked us to slow to 250 KTS and did not indicate anything was wrong - it was through our own searching that an error between the two departures was detected. The best remedy for this type of scenario is to have both pilots listen to the clearance and agree on it - most places I have flown this is an south.O.P.; and I think that from now on I will require both of us to copy the clearance to avoid this type of situation.

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Original NASA ASRS Text

Title: LR-40 Captain reported exceeding the charted 250 KT restriction on ORD6 departure. Crew was using expired ORD5 departure charts and did not copy the clearance correctly.

Narrative: While departing to the north on the ORD5; we were instructed to slow to 250 KTS as I leveled off at 15;000 FT. I was indicating 290 KTS; and I complied with ATC instructions. No further mention or discussion about the request to reduce airspeed followed; and a quick review of the ORD5 confirmed that although some way points with a southerly routing required a mandatory 250 KTS; our routing did not. Although my First Officer had already done the updates for ORD; when time permitted I had my him check to see if a newer ORD SID might have not have been pulled. After searching; it was discovered that several revisions; including a new ORD6; had been missed. ORD6 required 250 KTS until advised in ALL sectors. My First Officer had written the ORD5 as the departure clearance; and since I also reviewed the ORD5 prior to departure; nothing seemed out of place. Upon reviewing the company filed flight plan; I discovered we were filed on the ORD6; but since my primary focus was on the 'as filed' portion of the flight plan following the written STAR; I didn't see that until much later. As noted; ATC only asked us to slow to 250 KTS and did not indicate anything was wrong - it was through our own searching that an error between the two departures was detected. The best remedy for this type of scenario is to have both pilots listen to the clearance and agree on it - most places I have flown this is an S.O.P.; and I think that from now on I will require both of us to copy the clearance to avoid this type of situation.

Data retrieved from NASA's ASRS site as of July 2013 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.