MU300 flight crew takes clearance meant for another aircraft on the teb 5 departure.

Attributes
ACN	666941
Time
Date	200508
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : teb.airport
State Reference	NJ
Altitude	msl bound lower : 1500 msl bound upper : 1700
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : n90.tracon
Operator	general aviation : corporate
Make Model Name	MU-300 Diamond 1/1A
Flight Phase	climbout : initial
Route In Use	departure sid : teb 5
Flight Plan	IFR
Aircraft 2
Controlling Facilities	tracon : n90.tracon
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Person 1
Affiliation	company : corporate
Function	flight crew : captain oversight : pic
Qualification	pilot : multi engine pilot : instrument pilot : atp
Experience	flight time last 90 days : 60 flight time total : 6100 flight time type : 650
ASRS Report	666941
Person 2
Affiliation	company : corporate
Function	flight crew : first officer
Events
Anomaly	altitude deviation : excursion from assigned altitude non adherence : clearance
Independent Detector	other flight crewa
Resolutory Action	flight crew : returned to original clearance
Consequence	faa : reviewed incident with flight crew
Supplementary
Problem Areas	Flight Crew Human Performance ATC Human Performance
Primary Problem	Ambiguous

Narrative:

On departure first officer was flying the teb 5 departure off of runway 24. Upon contacting departure they told us to maintain 1500 ft. I asked if they wanted us on the runway heading and he responded 'no' heading 280 degrees. Then I heard him say turn to heading 300 degrees climb to 10000 ft. I read back the clearance and the first officer began to climb. A second aircraft said that we had read back their clearance. I told the first officer to go back to 1500 ft. At that time we were at 1700 ft. We immediately went back to 1500 ft. The controller asked all of us to please listen. I felt the communication was poor due to non-standard phraseology and high workload which led to confusion. I feel that proper communication/phraseology with both parties would help resolve this issue. The ATC specialist I felt should have asked us to fly the SID and not have said maintain 1500 ft. Furthermore; I think what happened is the clearance to climb and turn was given then the aircraft call sign last which we did not hear and took for our clearance. However; we were under high workload and may have not heard the clearance properly. Once again I feel using proper phraseology would resolve this issue.

Original NASA ASRS Text

Title: MU300 FLT CREW TAKES CLRNC MEANT FOR ANOTHER ACFT ON THE TEB 5 DEP.

Narrative: ON DEP FO WAS FLYING THE TEB 5 DEP OFF OF RWY 24. UPON CONTACTING DEP THEY TOLD US TO MAINTAIN 1500 FT. I ASKED IF THEY WANTED US ON THE RWY HDG AND HE RESPONDED 'NO' HDG 280 DEGS. THEN I HEARD HIM SAY TURN TO HDG 300 DEGS CLB TO 10000 FT. I READ BACK THE CLRNC AND THE FO BEGAN TO CLB. A SECOND ACFT SAID THAT WE HAD READ BACK THEIR CLRNC. I TOLD THE FO TO GO BACK TO 1500 FT. AT THAT TIME WE WERE AT 1700 FT. WE IMMEDIATELY WENT BACK TO 1500 FT. THE CTLR ASKED ALL OF US TO PLEASE LISTEN. I FELT THE COM WAS POOR DUE TO NON-STANDARD PHRASEOLOGY AND HIGH WORKLOAD WHICH LED TO CONFUSION. I FEEL THAT PROPER COM/PHRASEOLOGY WITH BOTH PARTIES WOULD HELP RESOLVE THIS ISSUE. THE ATC SPECIALIST I FELT SHOULD HAVE ASKED US TO FLY THE SID AND NOT HAVE SAID MAINTAIN 1500 FT. FURTHERMORE; I THINK WHAT HAPPENED IS THE CLRNC TO CLB AND TURN WAS GIVEN THEN THE ACFT CALL SIGN LAST WHICH WE DID NOT HEAR AND TOOK FOR OUR CLRNC. HOWEVER; WE WERE UNDER HIGH WORKLOAD AND MAY HAVE NOT HEARD THE CLRNC PROPERLY. ONCE AGAIN I FEEL USING PROPER PHRASEOLOGY WOULD RESOLVE THIS ISSUE.

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.