Date: 201509
Local time of day: 1801-2400
Location: SLC.Airport, UT
Flight conditions: Mixed
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E S56
ATC / advisory: TRACON S56
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer
Human factors: Confusion; Fatigue; Situational Awareness
Anomaly: Deviation - Altitude Undershoot; Deviation - Track / Heading 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 New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Before dispatch; cockpit procedures were standard. We reviewed weather; formulated an air-return plan; discussed the green pages and the terrain. I would depart with terrain selected on the ND. Followed standard checklist procedures when the PDC was received; PM read the PDC and I verified the information. (Note that PDC contained no 'climb to' altitude; we were simply 'Cleared NSIGN3 Departure. Climb via SID. Expect 350 10 Minutes after departure'. Taxi out at night; good visibility; via Taxiway H to Runway 34R. Smooth uneventful dispatch. Loaded takeoff data while waiting at spot 5. Taxiing on H; accomplished remaining checklists; including before takeoff checklist. While accomplishing this checklist; we were both attentive to the newly finished taxiways and lighting; and also were distracted by ATC repeated attempts to contact aircraft at #1 position. At some point the altitude in the MCP was set at 10;000; I must have also briefed 10;000 feet on departure while doing this checklist; though I don't recall. Takeoff uneventful. I was hand-flying. Approaching RATTO I commented we would make the 8;400 restriction. Moments later we were cleared direct CHEDO. I saw the fix on the NAV display and started a turn right. FO entered clearance in MCDU; verified LNAV engaged. (Unfortunately; direct CHE was executed before I had a chance to verify it.) While FO was doing this; my FD commanded a level-off at 10;000. I went into alert mode -- I'm thinking something is not right. I had briefed the 'climb quick to 12;000' that's in the Green Page. I decide to level; then verify altitude. As I roll out on LNAV path; I realize ND has a track direct CHE; not direct CHEDO. Before I can address altitude concern or fix concern; SLC called and asked 'Where are you going?' I already realize the error; turn farther right (still level at 10;000) while FO works to enter CHEDO. This takes time; and ultimately direct CHEDO is almost due south. While I'm in the turn to CHEDO; SLC calls and tells us to go direct HERTS instead; as CHEDO is due south. I turn back to the left; and before I can address the altitude; ATC calls and asks if we have the mountains in sight. (I have terrain selected on my ND; and green terrain is ahead of us -- no yellow; no red). ATC then directs us to expedite our climb through 12;000 and climb to FL230. I start the climb. ATC asks if we were given a clearance to climb to 10;000. We respond yes; though we are now clearly understanding an error has happened. About an hour later; we were directed to contact SLC Tracon after landing. On contact I was advised we were below MVA due to our 10;000 foot error.Pre push; I normally put a 'strange' altitude in the MCP until the PDC is reviewed. This did not happen. The before takeoff checklist was interrupted and distracted. It may have been fatigue (late hour); or night; or some other distraction but we did not realize 10;000 was set and wrong. Make time; verify; verify; verify. I should have engaged the autopilot soon after takeoff given the high workload and threats on this departure routing. The PDC should always have a numeric altitude; no more 'Climb via SID' or 'Descend via STAR'. Jeppesen should increase the font size of climb to and descend to altitudes.




Synopsis: B737 Captain reports not setting the correct top altitude in the FMC departing SLC on the NSIGN3; setting 10;000 feet instead. On departure; as the Captain is leveling at 10;000 feet ATC issues a clearance direct CHEDO; but the First Officer enters direct CHE. ATC detects and corrects both errors.