Light Transport; Low Wing; 2 Turbojet Eng
Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 70; Flight Crew Total 4300; Flight Crew Type 3000
Communication Breakdown
ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance
Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Procedure; Chart Or Publication; Human Factors
A clearance was requested from HOU delivery. The controller issued the clearance in a fast hurried pace. After the clearance was received I read back 'Aircraft X is cleared to ZZZ via BLTWY3.CRIED transition; climb via the SID 16000; expect altitude 5 minutes after 132.25 and XXXX on the box'. Controller acknowledge 'read back correct; contact ground for taxi'. Tower cleared Aircraft X for takeoff with instructions of 'Aircraft X; cleared for takeoff Runway 13R left turn heading 350 degrees'. Tower handed us off to departure control. On initial contact with departure control; I stated 'departure Aircraft X passing 2300 climbing 16000 via the SID'. Controller acknowledge with 'Aircraft X what altitude are you climbing to'; and I advised 16;000. Controller then came back and advised that 'we were given 5;000 from the tower'. I advised the controller 'no sir; the tower only gave us a heading after departure'. He then said; '5;000 was given to you on the clearance'. I replied; 'no sir; I have my clearance in front of me and clearly written down climb via the SID and expect 180/5 minutes after'. Controller replied; 'you should read your SID because it says a top altitude of 5;000'. In which turn I responded with; 'sir; I am on the BLTWY3 departure and the top altitude is 16;000; and there is no mention of 5;000 ft on the departure.' After a few second the controller came back on the air and gave me a phone number and to contact that number when I landed; and then got handed off to Houston center.Once I landed I called the phone number and spoke to a manager at the center. He asked me what the situation was; which I in turn explained to him the conversation with the controller and his reply was; 'hobby tower is listening to the recording and we will get back to you; give me your phone number and name so we can get back to you'. I gave him the information requested. I immediately called the president of the company and the director of operations and advised of the situation and would get back to them once I had a response. Approximately 30 minutes later; another manager of Houston TRACON called back and said; 'hello this is one of the managers here in TRACON; just want to let you know that we saved you from an altitude deviation and would suggest that you contact operations and file a NASA report; because hobby has a top altitude for departures of 5;000 ft and luckily the controller caught that'. I mentioned to the manager; 'sir did the controllers listen to the recording and heard me say top altitude of 5;000 ft on the clearance or did you hear me say; climb via the SID 16;000.'. His response was; 'well see that's where the issue is at; the tower hears you read back; climb 16000 via SID expect 5;000/5 minutes after'. I stopped him and advised; 'no sir they heard me say via the SID expect altitude 5 minutes after; and even if I had said 5;000 ft; there is a conflict and the controller should have questioned it'. His response to me was; 'you are correct; he should have questioned you or have you read back the clearance again; in any event no harm done just fill the NASA report to keep track of these incidents'. I advised him that I would and thank him for his time.Looking at all the standard instrument departure procedures for HOU including the BLTWY3; all show a top altitude of 16;000 ft and none show that HOU has a departure limit of 5;000 ft. In fact; both HOU and IAH have a Class B inner circle from the ground to 10;000 ft. The airport facilities directory also has nothing which states that Hobby departure has a top altitude of 5;000 ft. I believe this can cause lots of confusion with many pilots and unless the controllers actually read the clearance to pilots; not in a hurry and clearer then perhaps these situations could be avoided. Nevertheless; a lesson learned; a suggestions to flight crews to have both pilots on the flight deck listening to the clearance for verification purposes and a suggestions to controllers to slow down the pace!
Turbojet Captain reported an anomaly in the SID procedures in the Houston area which conflicted with expectations with ATC.