Narrative:

On departure; runway 24 from teb we made a noise abatement departure. The SID calls for a leveloff at 1500 ft MSL until 4.5 DME off of teb VORTAC then climb to 2000 ft. We failed to brief that brief leveloff and even with the power well back for noise abatement managed to leave 1500 ft before reaching 4.5 DME. At 2000 ft level approach informed us we were too high. Approach instructed us to remain level at 2000 ft as there was no conflict but reminded us to check the SID for the DME restr. I do not recall our DME at the time approach called. It seems if potential conflicts with ewr traffic are that close that perhaps 1500 ft should be the final altitude on that SID. Callback conversation with reporter reveled the following information: the reporter advised they were aware that teb was very noise sensitive but wasn't aware of the eleven page 'noise abatement rules and regulations' document. He further stated this operation had no SOP established for teb; only that they should be as quiet as possible. He advised his normal procedure (not a company SOP) was to set the cleared altitude; in this case 2000 ft MSL vice the more restr intermediate altitude of 1500 ft MSL until the teb 4.5 DME arc. He stated he felt that pulling the power back 'substantially' would prevent an altitude deviation. Finally; he stated that he flew a variety of different aircraft equipped with a variety of different FMC types. He was unsure whether the aircraft he was flying in this event had the capability of line selecting the departure in question. Some aircraft have that capability and others do not.

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Original NASA ASRS Text

Title: GIII FLT CREW FAIL TO COMPLY WITH ALT RESTRS ON TEB DEP. PLT NOTES THEY WERE FLYING THE 'NOISE ABATEMENT' DEP.

Narrative: ON DEP; RWY 24 FROM TEB WE MADE A NOISE ABATEMENT DEP. THE SID CALLS FOR A LEVELOFF AT 1500 FT MSL UNTIL 4.5 DME OFF OF TEB VORTAC THEN CLB TO 2000 FT. WE FAILED TO BRIEF THAT BRIEF LEVELOFF AND EVEN WITH THE PWR WELL BACK FOR NOISE ABATEMENT MANAGED TO LEAVE 1500 FT BEFORE REACHING 4.5 DME. AT 2000 FT LEVEL APCH INFORMED US WE WERE TOO HIGH. APCH INSTRUCTED US TO REMAIN LEVEL AT 2000 FT AS THERE WAS NO CONFLICT BUT REMINDED US TO CHK THE SID FOR THE DME RESTR. I DO NOT RECALL OUR DME AT THE TIME APCH CALLED. IT SEEMS IF POTENTIAL CONFLICTS WITH EWR TFC ARE THAT CLOSE THAT PERHAPS 1500 FT SHOULD BE THE FINAL ALT ON THAT SID. CALLBACK CONVERSATION WITH RPTR REVELED THE FOLLOWING INFO: THE RPTR ADVISED THEY WERE AWARE THAT TEB WAS VERY NOISE SENSITIVE BUT WASN'T AWARE OF THE ELEVEN PAGE 'NOISE ABATEMENT RULES AND REGULATIONS' DOCUMENT. HE FURTHER STATED THIS OP HAD NO SOP ESTABLISHED FOR TEB; ONLY THAT THEY SHOULD BE AS QUIET AS POSSIBLE. HE ADVISED HIS NORMAL PROC (NOT A COMPANY SOP) WAS TO SET THE CLRED ALT; IN THIS CASE 2000 FT MSL VICE THE MORE RESTR INTERMEDIATE ALT OF 1500 FT MSL UNTIL THE TEB 4.5 DME ARC. HE STATED HE FELT THAT PULLING THE PWR BACK 'SUBSTANTIALLY' WOULD PREVENT AN ALT DEV. FINALLY; HE STATED THAT HE FLEW A VARIETY OF DIFFERENT ACFT EQUIPPED WITH A VARIETY OF DIFFERENT FMC TYPES. HE WAS UNSURE WHETHER THE ACFT HE WAS FLYING IN THIS EVENT HAD THE CAPABILITY OF LINE SELECTING THE DEP IN QUESTION. SOME ACFT HAVE THAT CAPABILITY AND OTHERS DO NOT.

Data retrieved from NASA's ASRS site as of January 2009 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.