EMB ERJ 135 ER/LR
Flight Crew Air Transport Pilot (ATP)
Communication Breakdown; Distraction; Human-Machine Interface; Fatigue
Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Company Policy; Human Factors; Chart Or Publication; Procedure
My First Officer and I were reassigned an IND turn after landing in EWR very early that morning. It was day five for me and day four for my First Officer. I flew 25 hours on this trip and had two very early shows in a row with no more than four hours of sleep the previous two nights. I was busy with the logbook when the PDC came to the aircraft via ACARS. I remembered paging through it and even setting the transponder code; but did not notice the clearance to 2;000 FT instead of the usual 3;000 FT on the Newark One Departure.We got our taxi clearance and then ATC asked us if we could depart Runway 11 instead of 4L because 4R was closed and 4L was very backed up. My First Officer checked the [performance data] and we found out we could accept Runway 11 for departure. I again double checked the SID and briefed 3;000 and verified it was set correctly in the altitude alerter. Again; I neglected to remember the PDC had cleared us to 2;000 FT. I am sure you can guess what happened next. After a 45 minute taxi to Runway 11 we departed and were handed off to Departure. The First Officer was flying when I checked in with Departure and stated 2;300 climbing to 3;000. The Departure Controller than said continue the climb to 3;000. He then asked us what altitude we were cleared to and I responded 3;000. He then said you were only cleared to 2;000; but again to continue the climb to 3;000. Both the First Officer and I were very confused so when time permitted I double checked the PDC and sure enough clear as day we were cleared to 2;000. The Departure Controller said there was no traffic conflict and the flight continued with no further issues. This event made me very upset. I always am and always have been very careful to thoroughly read the PDC and verify the route and altitudes before moving the aircraft. I was obviously very tired and upset from being reassigned; but there is no excuse for missing the altitude change that could have lead to a catastrophic event if there was traffic in close proximity to us. I should have put the logbook down when the PDC came in and verified it with my First Officer instead of being worried about properly entering the MEL into the logbook. In the future I will stop everything I am doing and verify the altitude and routes more carefully every time I receive the PDC.
The reporter advised his fleet is not equipped with ACARS printers and that PDC clearances generally require the flight crew to cycle through three ACARS CRT display pages to access the entire clearance. He does not remember where or the manner in which the 2;000 FT restriction was displayed or whether the restriction's revision from altitudes published in the assigned SID altitudes was highlighted in any fashion.
When reassigned to fly an early morning turn around following a fatiguing five day trip with disruptive sleep cycles the flight crew of an EMB-135 failed to note their PDC clearance cleared them only to 2;000 MSL although their assigned NEWARK SID off Runway 11 required a climb to 3;000 MSL with an intervening at or above altitude of 2;500 MSL.  ATC reminded them of their revised altitude restriction when they checked in out of 2;300 for 3;000 and then cleared them to maintain 3;000.