Flight Crew Air Transport Pilot (ATP)
Workload; Time Pressure; Human-Machine Interface; Distraction; Confusion; Communication Breakdown
ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Air Traffic Control Issued New Clearance
Chart Or Publication; Human Factors; Procedure
We received the PDC to the MMUGS1 departure; which is a 'New procedure at this airport'. We planned on a [Runway] 26L takeoff. The departure was briefed; to include an incorrect initial altitude of 5;000 FT as posted in the 'INITIAL CLIMB' section at BOTLL. We missed the 'MAINTAIN 4;000 FT' as posted in the 'ROUTING' section of the SID. We were assigned [Runway] 26L for departure. During taxi to [Runway] 26L we were subsequently assigned [Runway] 26R for departure. We checked to see if there were any different departure instructions for a 26R vice 26L departure and there were none. We were cleared to line up and wait [Runway] 26R. [When cleared for takeoff] we were cleared for a left turn to TTAPS (which is not part of the MUGGS1 departure from [runways] 26L/R; but is on the departure routing from [runways] 15L/R) so it was not in our FMC routing. Once airborne I heading-selected toward TTAPS and entered TTAPS into the FMC and executed it. LNAV was selected and executed. I missed noticing the 'At or below 4;000 FT' notation on the SID at TTAPS (which would have protected us with regard to the 4;000 FT restriction). The entire time we were in the left turn to TTAPS we were entering the new routing; accelerating; cleaning up the airplane and switching to and checking in with Departure; so we were very busy. As we were climbing above 4;000 FT on our way to 5;000 FT; for the crossing restriction at BOTLL; the Departure Controller queried us our altitude; I replied with our current altitude and that were climbing to 5;000 FT and he responded that we shouldn't be that high; but that it was not a problem and to climb and maintain 16;000 FT. The problems were: We saw the 'cross BOTLL at or below 5;000 FT' in the 'INITIAL CLIMB' box and interpreted that as the initial altitude and we didn't notice the 'MAINTAIN 4;000 FT' that was buried in the 'ROUTING' box. We received 'with our takeoff clearance' instructions for a left turn to a fix that was not on the departure routing for the runway of departure via the SID. I think it would be helpful if the actual 'initial altitude' was in the 'INITIAL CLIMB' box rather than for it to be hidden in the 'ROUTING' box. [THERE ARE] DIFFERENT LOCATIONS FOR THE 'MAINTAIN XXXX' altitude restrictions for all the different SIDs out of Houston. There is no consistency at all. There really should be a standard; and prominent' location for all initial altitude restrictions for ALL SIDs. Emboldening the MAINTAIN XXXX FT' would also help.
Our initial clearance was to depart Runway 26L MMUGS 1 RNAV SID. We checked the SID in the FMC and noted the first fix was BOTLL 'At or below 5;000 FT.' Also; on the approach plate in the INITIAL CLIMB box it states for runways 26L/R; 27 'Climb heading 267 to 600 FT; expect radar vectors to cross BOTTL at or below 5;000 FT. On climbout the pilot not flying heading-selected towards TTAPS [as] TTAPS was not in our published routing for a departure off [Runway] 26R and the Captain had to type it into the FMC. Once TTAPS was identified the Captain selected it and executed LNAV. This was during a high workload period in the climb as we were cleaning up the aircraft. We were never assigned an altitude when cleared to TTAPS. Once we leveled off we examined the SID again. TTAPS is on the plate and is referenced in the INITIAL CLIMB chart for departures off of runway 15L/R. TTAPS has an AT or Below altitude of 4;000 FT. Also; what I hadn't originally noticed was the ROUTING box; which was located below the INITIAL CLIMB box; which stated MAINTAIN 4;000 FT. The problems that contributed to this situation were: 1) The INITIAL CLIMB box states to cross BOTLL at or below 5;000 FT 2) The first fix and climb restriction in the FMC was identical to the instructions in the INITIAL CLIMB box - BOTTL........./5;000B. 3) The ROUTING box is below the INITIAL CLIMB box; the MAINTAIN 4;000 FT was buried in the [ROUTING] text. It would be more beneficial to have the more restrictive altitude located either above or within the INITIAL CLIMB box.
The flight crew of a B767-300 cleared for takeoff from Runway 26R and cleared to fly the MMUGS RNAV SID from IAH failed to note the fine print restriction to 'maintain 4;000 FT' in the ROUTING section of the SID text; which is illogically located below the INITIAL CLIMB box. As a result; they were climbing to cross BOTLL at or below 5;000 as directed by the chart graphic; and the directives in the INITIAL CLIMB text box when ATC advised they had flown through their cleared altitude.