Narrative:

2 days before, with instrument, I took the special flight rules route, flying the smo 132 degree right south at 3500' and the 312 degree right northbound at 4500', navigation lights and beacon on, squawking xabc, announcing our presence on the 128.55 frequency, with current TCA chart in aircraft. This day, before takeoff, I wrote a plan for the flight the VOR (076 degree vtu right) would indicate the 3000' edge of the bur arsa and (076 degree lax right) the 5000' edge of the TCA. Appropriate tower, ATIS and ground frequencys and course line were penciled in. The outline worked well until torrance. ATIS wasn't audible so I changed radios. The tower had difficulty seeing my aircraft. On the ground I was referred to noise abatement, who said I wouldn't be permitted to taxi back for takeoff because it was sunday, but finally allowed it. Climbing out I intercepted the 312 degree smo right, checked lights, squawked xabc and announced presence and direction of flight on 128.55 (new frequency). More than 1/2-way through I suddenly realized I was at 3500' and promptly climbed to 2500'. I had failed to climb to the prescribed altitude. Factors affecting quality of human performance. Pressure to do well in check ride. Unfamiliarity with torrance airport. Low time in aircraft. Attention to less important details.

Related reports:

Google
 

Original NASA ASRS Text

Title: GA SMA ALT DEVIATION FAILED TO COMPLY WITH LAX SPECIAL FLT RULES AREA ALT RESTRICTION.

Narrative: 2 DAYS BEFORE, WITH INSTR, I TOOK THE SPECIAL FLT RULES RTE, FLYING THE SMO 132 DEG R S AT 3500' AND THE 312 DEG R NBND AT 4500', NAV LIGHTS AND BEACON ON, SQUAWKING XABC, ANNOUNCING OUR PRESENCE ON THE 128.55 FREQ, WITH CURRENT TCA CHART IN ACFT. THIS DAY, BEFORE TKOF, I WROTE A PLAN FOR THE FLT THE VOR (076 DEG VTU R) WOULD INDICATE THE 3000' EDGE OF THE BUR ARSA AND (076 DEG LAX R) THE 5000' EDGE OF THE TCA. APPROPRIATE TWR, ATIS AND GND FREQS AND COURSE LINE WERE PENCILED IN. THE OUTLINE WORKED WELL UNTIL TORRANCE. ATIS WASN'T AUDIBLE SO I CHANGED RADIOS. THE TWR HAD DIFFICULTY SEEING MY ACFT. ON THE GND I WAS REFERRED TO NOISE ABATEMENT, WHO SAID I WOULDN'T BE PERMITTED TO TAXI BACK FOR TKOF BECAUSE IT WAS SUNDAY, BUT FINALLY ALLOWED IT. CLBING OUT I INTERCEPTED THE 312 DEG SMO R, CHKED LIGHTS, SQUAWKED XABC AND ANNOUNCED PRESENCE AND DIRECTION OF FLT ON 128.55 (NEW FREQ). MORE THAN 1/2-WAY THROUGH I SUDDENLY REALIZED I WAS AT 3500' AND PROMPTLY CLBED TO 2500'. I HAD FAILED TO CLB TO THE PRESCRIBED ALT. FACTORS AFFECTING QUALITY OF HUMAN PERFORMANCE. PRESSURE TO DO WELL IN CHK RIDE. UNFAMILIARITY WITH TORRANCE ARPT. LOW TIME IN ACFT. ATTN TO LESS IMPORTANT DETAILS.

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.