Date: 201501
Local time of day: 0601-1200
Location: MKE.TRACON, WI
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class E MKE
ATC / advisory: TRACON MKE
Aircraft component: Aero Charts
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: Captain
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: This is a report on a mistake made two days in a row based on missing note 4 on the UECKR1 departure plate. This note directs us not to exceed 250 knots until advised. This report is on the first day's event. I did not discover this day's error until the following day operating the same leg. Taking off from MKE; we were cleared on the UECKR 1. Climbing through about 11k; departure cleared us to resume normal speed. On day 1 when the resume normal speed call was made; the first officer (FO) and I had a 'what was that about look' but the frequency and our tasking was busy so I did not inquire as to what the resume normal speed clearance pertained to. I assumed (incorrectly) that departure thought we had been assigned a speed from the previous controller although we had not. We continued on to destination. On day two with a different FO we were cleared on the UECKR1 and again; climbing through about 11k; departure cleared us to resume normal speed. This time I had the second FO inquire as to why this clearance was given. At this time; the controller told us that there was a 250-knot restriction on climb-out until further advised. We then had the '''Oh no; we missed that look''' at each other and said roger. However; we had already began to resume our normal speed since we had failed to see the SID speed restriction in the first place. This was the point where I realized that I had made this same mistake the day before which is in turn the impetus for filing this report. The revision loaded in the EFB has the 250-knot restriction as a small note 4 at the top of the page and the FO and I both missed this note. I flew again with that FO today and briefed him on what the 'resume normal speed' call was all about and the note that we both missed. This 250-knot restriction is very much like the one we had problems with coming out of ORD several months ago. The new revision (which is loaded in the iPad but not yet in the EFB) of the UECKR1 10-3B has a better format that draws your attention to the 250-knot restriction. However; I would also suggest that this restriction be put on the Tailored Procedures page as a departure not like it is in ORD. I cannot explain how I missed the note two days in a row. However; miss it I did. I hope this report will help the next guy from the embarrassment of making the same error.


Second narrative: [Report Narrative Contained No Additional Information]


Synopsis: The flight crew of a commercial fixed wing aircraft failed to note the small 'Note 4' in the heading of the Jeppesen 10-3B UECKR ONE RNAV SID out of MKE advising departures to 'maintain 250K until advised.' After receiving the clearance to 'resume normal speed' for the second time the reporter inquired and was advised of the small font note.