Date: 201412
Local time of day: 1201-1800
Location: IAH.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Challenger CL604
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Climb
Airspace: Class B IAH
ATC / advisory: Tower IAH
Aircraft component: Altitude Alert
Component problem: Improperly Operated
Reporter organization: Corporate
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion
Second reporter function: Pilot Flying; Captain
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Conflict Airborne Conflict; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication; Procedure
Primary problem: Chart Or Publication

Narrative: SIC received PDC clearance and set-up cockpit prior to departure. The altitude preselect was inadvertently set to 5000 feet during set-up; our PDC clearance was to 4000 feet. On departure Tower cleared us for takeoff and RNAV to SCAMM intersection; SIC was flying from the left seat. During climb out to 5000 feet the tower advised of traffic at 1:00 o'clock and level at 4500 feet. Tower did not issue a course change nor did we get a TCAS alert on that traffic. We leveled at 5000 feet and tower issued a clearance to descend to 4000 feet and contact departure.Unlike a radio issued clearance a PDC clearance has no readback provision and must be interpreted correctly. The PDC clearance should have been copied from the computer generated text to the TOLD card and in plain view of both pilots. I should not have relied on verbal confirmation during the brief. IAH Tower cleared us for takeoff and RNAV to SCAMM intersection. The SID 15R narrative and plainview shows RNAV to SCAMM intersection and cross SCAMM at or below 5000 feet. With the altitude preselect incorrectly set at 5000 feet prior to takeoff we interpreted as an initial climb to 5000 feet. The SID however does clearly show in separate text to maintain 4000 feet. Both pilots should read the PDC clearance from the initial computer generated text and compare interpretations during the brief; with special emphasis on initial altitude restrictions.


Second narrative: We received a PDC via email that rerouted us on the BNDTO2. I read the 15R/L narrative telling us to climb to 600 feet then direct SCAMM; cross SCAMM at or below 5000 feet. I set 5000 feet in the altitude window before takeoff. I did not see the script at the bottom stating to level at 4000 feet and expect filed altitude via ATC. 4000 feet was also in our email PDC; which I failed to read as I was changing our departure from the Industry to the Bandito.We need to read the RNAV departures as a crew and really search for the initial level off altitudes on the chart. Our PDC should be written on the takeoff data card in plain view for both pilots.

Second callback: The secondary reporter confirmed that the 4000 restriction is now appended to the PDC although it continues to follow the clearance to fly the BNDTO SID. He does not recall whether the PDC language assigning the SID continues to include the directive words 'climb via.'

Synopsis: Cleared via the BNDTO RNAV SID off Runways 15L and R the flight crew of a CL604 were climbing to cross SCAMM at or below 5;000 feet per the INITIAL CLIMB text and the Graphic depiction. As they climbed through 4;000 feet they were advised of conflicting traffic and reminded they were to maintain 4;000 feet per the text under ROUTING which limits all departures from all runways.