Narrative:

On departure from phx on drake 3 SID our instructions were, on contact with phx departure control at the 13 DME, to turn right to heading of 350 degrees, climb to 16000'. I turned right to 350 degrees. Continued my check toward 16 degrees. (This was a turn to a heading only). I glanced over at the engine instruments to discover both oil temperature gauges showing temperatures entering the caution range. (Phx ground temperature 101 degrees). Checking other engine gauges and planning a course of action departure control now said on this heading to intercept the departure course. In my concern to control my oil temperature, I didn't think out where this 350 degree heading would take me. I glanced at the SID and the 360 degree heading line points to the course area between maier intersection and drake. Since I was on a 350 degree heading, I would be even further left of the 360 degree heading line on chart. I changed VOR frequency to drk, changed obs to 307 degrees for course intercept and went back to trying to control engine oil temperatures. The first officer followed me over with his radios. It was then that I thought what the clearance meant, so I tried to reread the SID for runways 26L/right and reset my radio for the course intercept of the 330 degree right off srp. It was in this time that I went through the 16000' altitude by 600'. I was correcting back to assigned altitude of 16000' when the controller advised he showed us 600' high and to return to maintain 16000'. This we did. I also intercepting the 330 degree right north of srp and south of maier. At this point we were given victor headings to on course. Through power level control and a higher airspeed I was able to control the 2 oil temperatures to the top of the green and continued on. I realize that the sids are not drawn to scale, but I think the lines could be drawn to more closely represent the requirement of the SID. I also realize that I let my concern for the high oil temperatures take control of my flying the aircraft and navigation. In 23000 hours I have not busted an altitude before, but the combination of events along with not having flown this aircraft for some time added up and bit me. I feel humbled but wiser. Had it been only 1 high oil temperature, maybe my INS scan would have been better, but both oil temperatures going into the caution range received too much of my concentration. Never say never!

Related reports:

Google
 

Original NASA ASRS Text

Title: ACR FLT CREEW FLYING SID BUT VECTORED HAS OIL TEMPERATURES ON BOTH ENGINES RISE INTO CAUTION RANGE. DISTRACTED AND OVERSHOOTS ALT.

Narrative: ON DEP FROM PHX ON DRAKE 3 SID OUR INSTRUCTIONS WERE, ON CONTACT WITH PHX DEP CTL AT THE 13 DME, TO TURN RIGHT TO HDG OF 350 DEGS, CLB TO 16000'. I TURNED RIGHT TO 350 DEGS. CONTINUED MY CHK TOWARD 16 DEGS. (THIS WAS A TURN TO A HDG ONLY). I GLANCED OVER AT THE ENG INSTRUMENTS TO DISCOVER BOTH OIL TEMP GAUGES SHOWING TEMPS ENTERING THE CAUTION RANGE. (PHX GND TEMP 101 DEGS). CHKING OTHER ENG GAUGES AND PLANNING A COURSE OF ACTION DEP CTL NOW SAID ON THIS HDG TO INTERCEPT THE DEP COURSE. IN MY CONCERN TO CTL MY OIL TEMP, I DIDN'T THINK OUT WHERE THIS 350 DEG HDG WOULD TAKE ME. I GLANCED AT THE SID AND THE 360 DEG HDG LINE POINTS TO THE COURSE AREA BTWN MAIER INTXN AND DRAKE. SINCE I WAS ON A 350 DEG HDG, I WOULD BE EVEN FURTHER LEFT OF THE 360 DEG HDG LINE ON CHART. I CHANGED VOR FREQ TO DRK, CHANGED OBS TO 307 DEGS FOR COURSE INTERCEPT AND WENT BACK TO TRYING TO CONTROL ENG OIL TEMPS. THE F/O FOLLOWED ME OVER WITH HIS RADIOS. IT WAS THEN THAT I THOUGHT WHAT THE CLRNC MEANT, SO I TRIED TO REREAD THE SID FOR RWYS 26L/R AND RESET MY RADIO FOR THE COURSE INTERCEPT OF THE 330 DEG R OFF SRP. IT WAS IN THIS TIME THAT I WENT THROUGH THE 16000' ALT BY 600'. I WAS CORRECTING BACK TO ASSIGNED ALT OF 16000' WHEN THE CTLR ADVISED HE SHOWED US 600' HIGH AND TO RETURN TO MAINTAIN 16000'. THIS WE DID. I ALSO INTERCEPTING THE 330 DEG R N OF SRP AND S OF MAIER. AT THIS POINT WE WERE GIVEN VICTOR HDGS TO ON COURSE. THROUGH PWR LEVEL CTL AND A HIGHER AIRSPD I WAS ABLE TO CTL THE 2 OIL TEMPS TO THE TOP OF THE GREEN AND CONTINUED ON. I REALIZE THAT THE SIDS ARE NOT DRAWN TO SCALE, BUT I THINK THE LINES COULD BE DRAWN TO MORE CLOSELY REPRESENT THE REQUIREMENT OF THE SID. I ALSO REALIZE THAT I LET MY CONCERN FOR THE HIGH OIL TEMPS TAKE CTL OF MY FLYING THE ACFT AND NAV. IN 23000 HRS I HAVE NOT BUSTED AN ALT BEFORE, BUT THE COMBINATION OF EVENTS ALONG WITH NOT HAVING FLOWN THIS ACFT FOR SOME TIME ADDED UP AND BIT ME. I FEEL HUMBLED BUT WISER. HAD IT BEEN ONLY 1 HIGH OIL TEMP, MAYBE MY INS SCAN WOULD HAVE BEEN BETTER, BUT BOTH OIL TEMPS GOING INTO THE CAUTION RANGE RECEIVED TOO MUCH OF MY CONCENTRATION. NEVER SAY NEVER!

Data retrieved from NASA's ASRS site as of July 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.