Narrative:

We were cleared to 3000. At about 1700 we were issued a left turn to 330 degree and traffic at 10 O'clock 2 mi at 3500 (to the best of my recollection). Between looking for the traffic climbing rapidly with a relatively light airplane retracting flaps on speed and turning, I flew through 3000'. Another factor is the company's altimeter setting procedure (QFE vs qnh). The correct altimeter is well out of any recommended scan pattern. On the medium large transport there is no audible warning for approaching assigned altitude. The altimeter in the normal scan of my instruments was set at afl (QFE) as required by company. There is a 300' difference at albany. My altimeter was showing on altitude. But, the MSL (qnh) altimeter was showing us 300'-400' high. We were vectored right toward our traffic while we were in a turn in a high performance airplane climbing at 2000-3000 FPM with only 500' of separation (the other aircraft was cruising at 3500). In addition to all the above, I have very little experience in this particular airplane. What may prevent this from recurring? 1) limit low altitude level offs to a minimum of 5000 afl to give flight crew time to gain speed and get aircraft configured for climb. 2) force company to adopt the standard use of altimeters. I have seen many instances where the QFE vs qnh system has caused altitude problems. The xchk required for this system is horrendous, not the recommended scan, and confusing and nonstandard with the rest of the industry. 3) install audible altitude warning 1000' prior to assigned altitude. 4) return to 3 pilot aircraft.

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Original NASA ASRS Text

Title: ACR MLG ALT DEVIATION OVERSHOT CAUSING CLOSE PROX WITH VFR TRAFFIC.

Narrative: WE WERE CLRED TO 3000. AT ABOUT 1700 WE WERE ISSUED A LEFT TURN TO 330 DEG AND TFC AT 10 O'CLOCK 2 MI AT 3500 (TO THE BEST OF MY RECOLLECTION). BETWEEN LOOKING FOR THE TFC CLIMBING RAPIDLY WITH A RELATIVELY LIGHT AIRPLANE RETRACTING FLAPS ON SPEED AND TURNING, I FLEW THROUGH 3000'. ANOTHER FACTOR IS THE COMPANY'S ALTIMETER SETTING PROC (QFE VS QNH). THE CORRECT ALTIMETER IS WELL OUT OF ANY RECOMMENDED SCAN PATTERN. ON THE MLG THERE IS NO AUDIBLE WARNING FOR APCHING ASSIGNED ALT. THE ALTIMETER IN THE NORMAL SCAN OF MY INSTRUMENTS WAS SET AT AFL (QFE) AS REQUIRED BY COMPANY. THERE IS A 300' DIFFERENCE AT ALBANY. MY ALTIMETER WAS SHOWING ON ALT. BUT, THE MSL (QNH) ALTIMETER WAS SHOWING US 300'-400' HIGH. WE WERE VECTORED RIGHT TOWARD OUR TFC WHILE WE WERE IN A TURN IN A HIGH PERFORMANCE AIRPLANE CLIMBING AT 2000-3000 FPM WITH ONLY 500' OF SEPARATION (THE OTHER ACFT WAS CRUISING AT 3500). IN ADDITION TO ALL THE ABOVE, I HAVE VERY LITTLE EXPERIENCE IN THIS PARTICULAR AIRPLANE. WHAT MAY PREVENT THIS FROM RECURRING? 1) LIMIT LOW ALT LEVEL OFFS TO A MINIMUM OF 5000 AFL TO GIVE FLT CREW TIME TO GAIN SPEED AND GET ACFT CONFIGURED FOR CLIMB. 2) FORCE COMPANY TO ADOPT THE STANDARD USE OF ALTIMETERS. I HAVE SEEN MANY INSTANCES WHERE THE QFE VS QNH SYSTEM HAS CAUSED ALT PROBLEMS. THE XCHK REQUIRED FOR THIS SYSTEM IS HORRENDOUS, NOT THE RECOMMENDED SCAN, AND CONFUSING AND NONSTANDARD WITH THE REST OF THE INDUSTRY. 3) INSTALL AUDIBLE ALT WARNING 1000' PRIOR TO ASSIGNED ALT. 4) RETURN TO 3 PLT ACFT.

Data retrieved from NASA's ASRS site as of August 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.