Commercial Fixed Wing
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Situational Awareness
Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
Air Traffic Control Issued Advisory / Alert
Human Factors
Departing SJC; clearance gave us the TECKY1 RNAV departure. Upon reviewing the departure and reading the 30R initial climb instructions; we had put in the routing instruction altitude of FL190. Our failure came primarily because of the assumption that waypoint SPTNS was an 'at or above 5;000 feet' altitude as opposed to 'cross at' altitude.We were in IMC conditions after rotation and were being bounced around a bit by a 767 heavy wake that departed in front of us; and that kind of flustered us.  Other than that; conditions were calm.The altitude deviation was exacerbated by the pilot flying making the assumption that we were under class B airspace and could only fly at 200 knots; so the aircraft being relatively light and at full power was climbing at well over 3;000 feet per minute. When tower handed us off to departure; I did check in verbally that we were 2;000 feet climbing FL190. Within 3 minutes after departure; ATC told us to stop climb at around 7;000 feet and not to climb until passing waypoint SPTNS. I do believe that a transition to a faster climb speed would have probably made us cross SPTNS at 5000 feet.I did manage to call NorCal ATC when we arrived.  They did say that this is a new departure with the restrictions and are experiencing some growing pains with it. I guess my first suggestion would be to have Clearance assign the initial altitude. My other suggestion would be to put an alert box with the information sign on the TECKY1 like they have on the SJC9 departure plate. That is very easy to see and quickly identify. The SJC9 also has the maintain altitude at 5;000 feet and then also in bold letters.  This would be very helpful print on the TECKY1.The TECKY1 RNAV is a very simple looking departure and I think that CRM was lagging a bit because of that as well. As pilots I think we are a little more paranoid when we see many step climbs and altitude restrictions on departure or arrival plates. In retrospect I think both pilots should have read the departure out loud.
Misinterpretation of SID (TECKY ONE RNAV DEPARTURE)SJC is underneath SFO class B airspace (starts at 8000 ft.); climbing at 200 KIAS and combination of IMC; minimum safe altitude of 5600 msl; 19000 as transition altitude; resulted in crossing SPTNS fix at higher altitude than what's depicted in the SID. 19000 as initial altitude seemed logic since you want to get away from mountains surrounding airport as soon as you can. I should have asked clearance delivery to explain that clearance since it was pretty new. (Only [a few] weeks out) On initial check in with departure Pilot Monitoring stated 'CALL SIGN; 1200 climbing 19000'; ATC acknowledged.Clearance delivery should state 'climb via SID except maintain 5000' so there is no misinterpretation is it 5000 or 19000 ft. as initial altitude.
Flight crew reported deviating from an altitude restriction on the TECKY1 departure from SJC. Chart design and wake turbulence were cited as contributing factors.