Date: 201409
Local time of day: 0601-1200
Location: TEB.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Falcon 10/100
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E N90
ATC / advisory: TRACON N90
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Fatigue; Physiological - Other; Situational Awareness; Communication Breakdown
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Chart Or Publication; Human Factors; Airspace Structure; Procedure
Primary problem: Procedure

Narrative: DAY 1 on duty.Our day started out very early with a XD:00 am airline departure to reposition the crew to the airplane that was in FLL. Our flight [had a connection]. Per company policy we are required to preflight the plane as soon as we arrived in FLL to verify our plane is airworthy. We like to do this as a personal rule and following company policy so as to avoid any cancellations or surprises when it comes time to fly. Both PIC and SIC just came back from 9 days off at home. We had both been on a regular sleep at night; wake during the day; normal hours while at home. The copilot's day started off with a XA:00 am alarm to commute to MSP for the airline flight. The Captain had woke up at XB:00am. DAY 2 on duty; day of incidentWe had a XC:00am (local) departure the following day. That would be a XB:00 am local from the time zone we spent the last week in. So; we had two days of getting up early am. Yes; I am saying fatigue had a small role in this error.We had only one leg [to] TEB. I was the captain and pilot flying.  Being assigned the Jaike3 arrival procedure into TEB; we briefed the altitudes and speeds for the arrival. We however missed the note: Speed - Advise ATC prior to speed reduction below 250 KTS.On the Ipad mini and Jeppesen arrival the note is written 'sideways' vertically in the lower right corner. In other words; it is easy to overlook. With the Ipad mini; you tend to ZOOM and are viewing about 1/3 of the chart at a time.We are approved for and were using the Ipads and Jeppesen plates. It's important to note the differences between the government issued NOS Jaike3 plate VS the Jeppesen Jaike3 plate.During the arrival the autopilot disengaged. I simply chose to hand fly the descent and arrival to insure positive control of the airplane. This ended up affecting (shortening) the time to complete a final review of the arrival.We met the 11;000 foot and 250 KIAS speed restriction at WACKI on the Jaike3. REGLE at 7;000 feet was the next altitude restriction; we met that as well. Sometime after REGLE we were descended to 4;000 feet and put on a vector/heading. At this point we were no longer on the published arrival. Being assigned a heading; we felt that we were no longer on the arrival. Being close to the Class Bravo airspace (we were within 3 NM of the Bravo). My copilot said; 'We are nearing the bottom of the Bravo and there's the 200 KIAS speed restriction below Bravo- you should consider slowing.' I began to slow towards the 200 kts.  Approaching 200 knots; NY Tracon said; 'Aircraft X say speed.' We replied; '200 knots' NY said; 'That's what I thought. Aircraft X turn left heading 340. You're not supposed to slow below 250 without approval. Anything less than that is a violation. You were number 1 for TEB; you are now number 6.' We apologized; found the sideways note for the 250 KIAS speed assignment. The crew felt that after we were assigned a heading and altitude; that we were no longer ON the arrival Jaike3 according to AIM 5-5-16a; 11 or 5-5-16b.These are the items that the crew feels could have reduced or eliminated the issue at hand: Better schedules; better sleep; full size Ipads or full size print outs of the arrivals; a working autopilot; better avionics on aircraft giving better situational awareness; more east coast experience; more advanced review of the arrivals ahead of time; any and all of these would have helped to prevent this error. Of course it was not any ONE of these; but a compilation of several of these together.After crossing SBJ on the Jaike3 arrival we were put on an assigned heading from New York. There may be some room for discussion as to whether or not we were established on the arrival after we were given a heading vector and altitude. The key word from this discussion is the word 'Established' and if we were required to hold the assigned speed restriction on the arrival.


Second narrative: [Report narrative contained no additional information].


Synopsis: After completing the charted JAIKE RNAV STAR; given a vector and cleared to descend to 4;000 MSL; a Falcon 10 flight crew noted they would be passing below the New York Class B floor of 7;000 MSL and reduced their airspeed to 200 KIAS as required.  Approach Control remonstrated them for doing so; advising they were not to reduce below 250 knots without approval--appearing to reference the SPEED note on the STAR chart--and vectored them out of sequence; advising they had been moved from number one for the airport to number six.Fatigue; the STAR chart format and the inadequacy of their EFB tablets to display the entire chart were cited as contributing factors.