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 left; 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.

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Original NASA ASRS Text

Title: 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.

Data retrieved from NASA's ASRS site as of April 2012 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.