Narrative:

Departing a morning turn to ZZZ; we experienced an EPR (engine pressure ratio) engine probe heat failure on the no. 2 engine. The deferral resulted in split automation with the loss of ats and also required the engines to operate in N1 mode. The leg to ZZZ was uneventful. Departing ZZZ on 26R the pre departure clearance assigned the Indie1 departure; runway heading; and climb to 4;000 feet. I was the pilot monitoring (pm) in the left seat. The pilot flying (PF) had limited recent flying experience. Our aircraft was very light with 15;000 lbs. Of payload. At the runway after an extended delay for arrivals we were cleared to line up and wait with traffic on a 9 mile final.after sitting in position for an inordinately long period of time under an 800 foot overcast we became increasingly anxious. We sat transfixed on the TCAS looking for arriving traffic behind us. Tower then cleared us for T/O. Fly runway heading maintain 2;000 feet. I repeated the clearance and set 2;000 feet in the MCP and we commenced the T/O. Passing 1;000 feet I called passing 1;000 feet for 2;000 feet. The PF called for climb thrust at the same time tower handed us off to departure. Rapidly approaching 2;000 feet the PF realized the autopilot couldn't negotiate the left/O so he attempted to intervene with V/south. Passing 2;150 feet I said disengage the autopilot. He complied and stopped the climb at 2;250 feet but then over corrected while trimming. I called for control of the aircraft as he descended through 1;800 feet and stopped the descent at 1;700 feet.

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Original NASA ASRS Text

Title: An A300 flight crew experienced an altitude deviation while attempting to level off at 2;000 feet. The pilot flying co-pilot did not acknowledge the change in the initial level off altitude from 4;000 feet to 2;000 feet. This combined with a light loaded aircraft and his relative inexperience combined to cause the event. The Captain took control of the aircraft and performed the level off.

Narrative: Departing a morning turn to ZZZ; we experienced an EPR (Engine Pressure Ratio) engine probe heat failure on the no. 2 engine. The deferral resulted in split automation with the loss of ATS and also required the engines to operate in N1 mode. The leg to ZZZ was uneventful. Departing ZZZ on 26R the PDC assigned the Indie1 Departure; runway heading; and climb to 4;000 feet. I was the Pilot Monitoring (PM) in the left seat. The Pilot Flying (PF) had limited recent flying experience. Our aircraft was very light with 15;000 lbs. of payload. At the runway after an extended delay for arrivals we were cleared to line up and wait with traffic on a 9 mile final.After sitting in position for an inordinately long period of time under an 800 foot overcast we became increasingly anxious. We sat transfixed on the TCAS looking for arriving traffic behind us. Tower then cleared us for T/O. Fly runway heading maintain 2;000 feet. I repeated the clearance and set 2;000 feet in the MCP and we commenced the T/O. Passing 1;000 feet I called passing 1;000 feet for 2;000 feet. The PF called for climb thrust at the same time Tower handed us off to departure. Rapidly approaching 2;000 feet the PF realized the autopilot couldn't negotiate the L/O so he attempted to intervene with V/S. Passing 2;150 feet I said disengage the autopilot. He complied and stopped the climb at 2;250 feet but then over corrected while trimming. I called for control of the aircraft as he descended through 1;800 feet and stopped the descent at 1;700 feet.

Data retrieved from NASA's ASRS site 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.