Flight crew of high performance large transport overshot altitude on departure from sna.

Attributes
ACN	124453
Time
Date	198910
Day	Sat
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : sna
State Reference	CA
Altitude	msl bound lower : 3000 msl bound upper : 3300
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	Large Transport, Low Wing, 2 Turbojet Eng
Navigation In Use	Other Other
Flight Phase	climbout : initial climbout : intermediate altitude
Route In Use	departure other enroute airway : sna
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 170 flight time total : 17540 flight time type : 12
ASRS Report	124453
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Events
Anomaly	altitude deviation : overshoot non adherence : published procedure non adherence : clearance
Independent Detector	other flight crewa
Resolutory Action	none taken : anomaly accepted
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

This trip was my second trip in the large transport since I was checked out in the aircraft. It was my copilot's 1ST trip in the large transport. We were departing sna airport on runway 19R using noise abatement procedures. At 900' after takeoff the tower told us to contact departure control. The copilot responded. At 1000' I, as captain, called for derated climb two power. The copilot pressed the climb button. I was anticipating automatic throttle system to quickly reduce to climb power by reducing pitch angle from 20 degree nose up to about 10 degree nose up but the power did not reduce so the airspeed increased rapidly by 20 KTS over V2 + 15. The departure procedure calls for a turn to 175 degree 1 mi south of the airport and level off at 3000'. Now, the copilot was trying to establish derated climb power and I was pulling the aircraft nose up to reestablish climb airspeed and attitude for noise abatement. Sna departure control gave us another radio frequency change shortly after the 1ST one. Needless to say the copilot was very busy at this point. I was also very busy flying the SID and trying to recover airspeed but I missed the level off altitude of 3000', but I did manage to level off at close to 3300'. I quickly returned to 3000'. The departure controller immediately cleared us to 13,000'. We had 5 radio frequency changes within the 1ST 10 mi after takeoff. The large transport with maximum power for takeoff was airborne in 2000' down the runway. We were climbing better than 4000 FPM, then had a radio frequency change, then missed a power reduction, had a new copilot in the right seat trying to set climb power, then another radio frequency change, flew the SID, flew the aircraft, and there you have 2 very busy pilots who were supposed to be looking out for other aircraft in the congested sna, calif area. If sna departure could clear aircraft to a higher altitude to start with and hold down the radio frequency changes it would make a safer operation. This would give the pilots some more time to fly the aircraft properly.

Original NASA ASRS Text

Title: FLT CREW OF HIGH PERFORMANCE LGT OVERSHOT ALT ON DEP FROM SNA.

Narrative: THIS TRIP WAS MY SECOND TRIP IN THE LGT SINCE I WAS CHECKED OUT IN THE ACFT. IT WAS MY COPLT'S 1ST TRIP IN THE LGT. WE WERE DEPARTING SNA ARPT ON RWY 19R USING NOISE ABATEMENT PROCS. AT 900' AFTER TKOF THE TWR TOLD US TO CONTACT DEP CTL. THE COPLT RESPONDED. AT 1000' I, AS CAPT, CALLED FOR DERATED CLIMB TWO POWER. THE COPLT PRESSED THE CLIMB BUTTON. I WAS ANTICIPATING AUTO THROTTLE SYSTEM TO QUICKLY REDUCE TO CLIMB POWER BY REDUCING PITCH ANGLE FROM 20 DEG NOSE UP TO ABOUT 10 DEG NOSE UP BUT THE POWER DID NOT REDUCE SO THE AIRSPEED INCREASED RAPIDLY BY 20 KTS OVER V2 + 15. THE DEP PROC CALLS FOR A TURN TO 175 DEG 1 MI S OF THE ARPT AND LEVEL OFF AT 3000'. NOW, THE COPLT WAS TRYING TO ESTABLISH DERATED CLIMB POWER AND I WAS PULLING THE ACFT NOSE UP TO REESTABLISH CLIMB AIRSPEED AND ATTITUDE FOR NOISE ABATEMENT. SNA DEP CTL GAVE US ANOTHER RADIO FREQ CHANGE SHORTLY AFTER THE 1ST ONE. NEEDLESS TO SAY THE COPLT WAS VERY BUSY AT THIS POINT. I WAS ALSO VERY BUSY FLYING THE SID AND TRYING TO RECOVER AIRSPEED BUT I MISSED THE LEVEL OFF ALT OF 3000', BUT I DID MANAGE TO LEVEL OFF AT CLOSE TO 3300'. I QUICKLY RETURNED TO 3000'. THE DEP CTLR IMMEDIATELY CLRED US TO 13,000'. WE HAD 5 RADIO FREQ CHANGES WITHIN THE 1ST 10 MI AFTER TKOF. THE LGT WITH MAX POWER FOR TKOF WAS AIRBORNE IN 2000' DOWN THE RWY. WE WERE CLIMBING BETTER THAN 4000 FPM, THEN HAD A RADIO FREQ CHANGE, THEN MISSED A POWER REDUCTION, HAD A NEW COPLT IN THE RIGHT SEAT TRYING TO SET CLIMB POWER, THEN ANOTHER RADIO FREQ CHANGE, FLEW THE SID, FLEW THE ACFT, AND THERE YOU HAVE 2 VERY BUSY PLTS WHO WERE SUPPOSED TO BE LOOKING OUT FOR OTHER ACFT IN THE CONGESTED SNA, CALIF AREA. IF SNA DEP COULD CLEAR ACFT TO A HIGHER ALT TO START WITH AND HOLD DOWN THE RADIO FREQ CHANGES IT WOULD MAKE A SAFER OPERATION. THIS WOULD GIVE THE PLTS SOME MORE TIME TO FLY THE ACFT PROPERLY.

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.