Narrative:

I was receiving instruction from another government pilot in order to receive my VFR small transport X chkout. We were planning on departing VFR to the south of boise, and received clearance from tower into position and hold. This was read back by myself. We rolled into position on the runway. I thought I heard our takeoff clearance although I do not remember reading this back; (I do recall reading back the 'into position hold' clearance). I applied power and we took off. There was another (company) airplane inbound, opp direction, the tower told us to turn right 20 degree (we complied) and then they told the inbound aircraft Y to turn right 20 degree. It wasn't until that moment that we realized that something was very wrong. The tower told us that we had taken off west/O a clearance and that we had been instructed to hold on the runway. We were both very upset at this and I was very angry at myself for how stupid a mistake this had been. We were both agonizing over how we could have done such a stupid thing, when I realized we had flown right through our earlier assigned altitude of 4000' (which was probably due to the traffic we interfered with). We contacted departure. They gave us clearance to the south, maintain at or below 6500'. The instrument asked if I wanted to keep flying or wished to return to the airport; I wanted to keep flying but told him I was furious with myself for such an idiotic and potentially dangerous mistake. This allowance of emotional regret in the cockpit was probably not a good idea. We then flew through 6500' MSL up to 6800' MSL. I immediately corrected back to 6500' and saw our traffic a fair distance in front of us. (No factor). Needless to say, we were both reminded to 'fly the airplane' first and wring hands later. Factors: we were both in a hurry to get the flight accomplished; the chief pilot had been 'harping' about getting it done soon. We each had other flts scheduled for later in the day; also there were several other company flts (same type aircraft) with n-numbers that all end in similar alphanumerics. This was a minor factor in that it added to the radio confusion. However, this incident was mainly due to not paying close enough attention to the task at hand.

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Original NASA ASRS Text

Title: GOV SMT ON TRAINING FLT DEPARTS WITHOUT TKOF CLRNC, WHICH BECOMES FACTOR IN SUBSEQUENT ALT OVERSHOOT.

Narrative: I WAS RECEIVING INSTRUCTION FROM ANOTHER GOV PLT IN ORDER TO RECEIVE MY VFR SMT X CHKOUT. WE WERE PLANNING ON DEPARTING VFR TO THE S OF BOISE, AND RECEIVED CLRNC FROM TWR INTO POS AND HOLD. THIS WAS READ BACK BY MYSELF. WE ROLLED INTO POS ON THE RWY. I THOUGHT I HEARD OUR TKOF CLRNC ALTHOUGH I DO NOT REMEMBER READING THIS BACK; (I DO RECALL READING BACK THE 'INTO POS HOLD' CLRNC). I APPLIED PWR AND WE TOOK OFF. THERE WAS ANOTHER (COMPANY) AIRPLANE INBND, OPP DIRECTION, THE TWR TOLD US TO TURN R 20 DEG (WE COMPLIED) AND THEN THEY TOLD THE INBND ACFT Y TO TURN R 20 DEG. IT WASN'T UNTIL THAT MOMENT THAT WE REALIZED THAT SOMETHING WAS VERY WRONG. THE TWR TOLD US THAT WE HAD TAKEN OFF W/O A CLRNC AND THAT WE HAD BEEN INSTRUCTED TO HOLD ON THE RWY. WE WERE BOTH VERY UPSET AT THIS AND I WAS VERY ANGRY AT MYSELF FOR HOW STUPID A MISTAKE THIS HAD BEEN. WE WERE BOTH AGONIZING OVER HOW WE COULD HAVE DONE SUCH A STUPID THING, WHEN I REALIZED WE HAD FLOWN R THROUGH OUR EARLIER ASSIGNED ALT OF 4000' (WHICH WAS PROBABLY DUE TO THE TFC WE INTERFERED WITH). WE CONTACTED DEP. THEY GAVE US CLRNC TO THE S, MAINTAIN AT OR BELOW 6500'. THE INSTR ASKED IF I WANTED TO KEEP FLYING OR WISHED TO RETURN TO THE ARPT; I WANTED TO KEEP FLYING BUT TOLD HIM I WAS FURIOUS WITH MYSELF FOR SUCH AN IDIOTIC AND POTENTIALLY DANGEROUS MISTAKE. THIS ALLOWANCE OF EMOTIONAL REGRET IN THE COCKPIT WAS PROBABLY NOT A GOOD IDEA. WE THEN FLEW THROUGH 6500' MSL UP TO 6800' MSL. I IMMEDIATELY CORRECTED BACK TO 6500' AND SAW OUR TFC A FAIR DISTANCE IN FRONT OF US. (NO FACTOR). NEEDLESS TO SAY, WE WERE BOTH REMINDED TO 'FLY THE AIRPLANE' FIRST AND WRING HANDS LATER. FACTORS: WE WERE BOTH IN A HURRY TO GET THE FLT ACCOMPLISHED; THE CHIEF PLT HAD BEEN 'HARPING' ABOUT GETTING IT DONE SOON. WE EACH HAD OTHER FLTS SCHEDULED FOR LATER IN THE DAY; ALSO THERE WERE SEVERAL OTHER COMPANY FLTS (SAME TYPE ACFT) WITH N-NUMBERS THAT ALL END IN SIMILAR ALPHANUMERICS. THIS WAS A MINOR FACTOR IN THAT IT ADDED TO THE RADIO CONFUSION. HOWEVER, THIS INCIDENT WAS MAINLY DUE TO NOT PAYING CLOSE ENOUGH ATTN TO THE TASK AT HAND.

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.