Narrative:

A situation occurred where we leveled off (from climb) 2000' too low. Both the copilot and I were new to the glass cockpit and 2-M cockpit procedures (less than 20 hours each). During climb out from bur on the vny 7 SID, we were given numerous level-off altitudes. One of these was 11000', and then followed by a clearance to 13000'. The clearance to 13000' was acknowledged and set in the altitude alert window. Both of us, however, on approaching 11000', thought that that was our cleared altitude and a level-off was made. We were at 11000' for about 1 min before the error was discovered, and no conflict occurred with other traffic. Aside from our lack of experience with the aircraft and departure procedure (bur vny 7), I feel the main reason for our confusion came from the # of frequency changes we had to make--especially at low altitude. I didn't keep exact count, but I think we had about 4 frequency changes to 9000 or 10000', and about 3 more to 19000'. At the time, it seemed that we would just establish contact on one frequency, then have to change over. This can be, and was, very distracting, especially when we need to fly visually in some of the most congested airspace in the world. If we can establish ATC on 1 or 2 frequencys, that would give us a lot more time to monitor our flight, and watch for other air traffic. As it was, all we had time to do was work the communication radios.

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Original NASA ASRS Text

Title: FLT CREW OF MLG LEVELED OFF AT 11000 WHEN CLEARED TO 13000'.

Narrative: A SITUATION OCCURRED WHERE WE LEVELED OFF (FROM CLB) 2000' TOO LOW. BOTH THE COPLT AND I WERE NEW TO THE GLASS COCKPIT AND 2-M COCKPIT PROCS (LESS THAN 20 HRS EACH). DURING CLBOUT FROM BUR ON THE VNY 7 SID, WE WERE GIVEN NUMEROUS LEVEL-OFF ALTS. ONE OF THESE WAS 11000', AND THEN FOLLOWED BY A CLRNC TO 13000'. THE CLRNC TO 13000' WAS ACKNOWLEDGED AND SET IN THE ALT ALERT WINDOW. BOTH OF US, HOWEVER, ON APCHING 11000', THOUGHT THAT THAT WAS OUR CLRED ALT AND A LEVEL-OFF WAS MADE. WE WERE AT 11000' FOR ABOUT 1 MIN BEFORE THE ERROR WAS DISCOVERED, AND NO CONFLICT OCCURRED WITH OTHER TFC. ASIDE FROM OUR LACK OF EXPERIENCE WITH THE ACFT AND DEP PROC (BUR VNY 7), I FEEL THE MAIN REASON FOR OUR CONFUSION CAME FROM THE # OF FREQ CHANGES WE HAD TO MAKE--ESPECIALLY AT LOW ALT. I DIDN'T KEEP EXACT COUNT, BUT I THINK WE HAD ABOUT 4 FREQ CHANGES TO 9000 OR 10000', AND ABOUT 3 MORE TO 19000'. AT THE TIME, IT SEEMED THAT WE WOULD JUST ESTABLISH CONTACT ON ONE FREQ, THEN HAVE TO CHANGE OVER. THIS CAN BE, AND WAS, VERY DISTRACTING, ESPECIALLY WHEN WE NEED TO FLY VISUALLY IN SOME OF THE MOST CONGESTED AIRSPACE IN THE WORLD. IF WE CAN ESTABLISH ATC ON 1 OR 2 FREQS, THAT WOULD GIVE US A LOT MORE TIME TO MONITOR OUR FLT, AND WATCH FOR OTHER AIR TFC. AS IT WAS, ALL WE HAD TIME TO DO WAS WORK THE COM RADIOS.

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.