Narrative:

At the gate received clearance out of oakland 'oak 4 departure climb to FL230...'. We set 2000 ft in altitude alert because oak 4 calls for a crossing restriction at or below 2000 ft at 4 DME northwest of oak VORTAC. We also put a 4 DME circle around oak VORTAC in CDU so that a green circle would appear on ehsi. After takeoff from oak we passed through 2000 ft 4 DME restriction stopping climb at approximately 2900 ft after captain and I realized deviation. I started descent back down to 2000 ft however passed 4 DME before we were able to lose much altitude. Contributing factors: ATC pointed out helicopter traffic VFR 12 O'clock slow moving as we were passing approximately 800 ft MSL. Higher than normal climb rate due to: our takeoff from oak was made with maximum power even though it was not needed for performance. Power management control (pmc) was inoperative on one engine and procedure calls for both pmc to be off and that maximum power be used. Aircraft we were flying had 22000 pound thrust engines, most of our medium large transport aircraft have 20000 pound thrust engines. Heavy workload in addition to normal after takeoff duties. I am a low time first officer with 62 hours in type. I finished initial operating experience on nov/xx/91, however, I have only flown 32 hours since then. This is due to being on reserve as well as being assigned vacation by the company in december which meant no flying from the X to the xx of dec. I feel that this makes me more prone to get overloaded as in this situation due to lack of constant flying as a new first officer. Probable cause: high workload after takeoff due to ATC TA as well as normal after takeoff duties and inoperative pmc. When ATC called the traffic our attention was outside the cockpit looking for the traffic. Corrective action: as with most events this situation came about because of several contributing factors which by themselves would not have caused a problem. The only thing that I can think of is that I would have liked to have been flying consistently in nov and dec. My company has implemented a program for so called operating experience lines to keep new pilots flying. I, however, came out of training just before I was eligible for this new program.

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Original NASA ASRS Text

Title: ACR MLG ALTDEV OVERSHOT DURING SID CLB OUT FROM OAK.

Narrative: AT THE GATE RECEIVED CLRNC OUT OF OAKLAND 'OAK 4 DEP CLB TO FL230...'. WE SET 2000 FT IN ALT ALERT BECAUSE OAK 4 CALLS FOR A XING RESTRICTION AT OR BELOW 2000 FT AT 4 DME NW OF OAK VORTAC. WE ALSO PUT A 4 DME CIRCLE AROUND OAK VORTAC IN CDU SO THAT A GREEN CIRCLE WOULD APPEAR ON EHSI. AFTER TKOF FROM OAK WE PASSED THROUGH 2000 FT 4 DME RESTRICTION STOPPING CLB AT APPROX 2900 FT AFTER CAPT AND I REALIZED DEV. I STARTED DSCNT BACK DOWN TO 2000 FT HOWEVER PASSED 4 DME BEFORE WE WERE ABLE TO LOSE MUCH ALT. CONTRIBUTING FACTORS: ATC POINTED OUT HELI TFC VFR 12 O'CLOCK SLOW MOVING AS WE WERE PASSING APPROX 800 FT MSL. HIGHER THAN NORMAL CLB RATE DUE TO: OUR TKOF FROM OAK WAS MADE WITH MAX PWR EVEN THOUGH IT WAS NOT NEEDED FOR PERFORMANCE. PWR MGMNT CTL (PMC) WAS INOPERATIVE ON ONE ENG AND PROC CALLS FOR BOTH PMC TO BE OFF AND THAT MAX PWR BE USED. ACFT WE WERE FLYING HAD 22000 POUND THRUST ENGS, MOST OF OUR MLG ACFT HAVE 20000 POUND THRUST ENGS. HVY WORKLOAD IN ADDITION TO NORMAL AFTER TKOF DUTIES. I AM A LOW TIME FO WITH 62 HRS IN TYPE. I FINISHED INITIAL OPERATING EXPERIENCE ON NOV/XX/91, HOWEVER, I HAVE ONLY FLOWN 32 HRS SINCE THEN. THIS IS DUE TO BEING ON RESERVE AS WELL AS BEING ASSIGNED VACATION BY THE COMPANY IN DECEMBER WHICH MEANT NO FLYING FROM THE X TO THE XX OF DEC. I FEEL THAT THIS MAKES ME MORE PRONE TO GET OVERLOADED AS IN THIS SITUATION DUE TO LACK OF CONSTANT FLYING AS A NEW FO. PROBABLE CAUSE: HIGH WORKLOAD AFTER TKOF DUE TO ATC TA AS WELL AS NORMAL AFTER TKOF DUTIES AND INOP PMC. WHEN ATC CALLED THE TFC OUR ATTN WAS OUTSIDE THE COCKPIT LOOKING FOR THE TFC. CORRECTIVE ACTION: AS WITH MOST EVENTS THIS SITUATION CAME ABOUT BECAUSE OF SEVERAL CONTRIBUTING FACTORS WHICH BY THEMSELVES WOULD NOT HAVE CAUSED A PROBLEM. THE ONLY THING THAT I CAN THINK OF IS THAT I WOULD HAVE LIKED TO HAVE BEEN FLYING CONSISTENTLY IN NOV AND DEC. MY COMPANY HAS IMPLEMENTED A PROGRAM FOR SO CALLED OPERATING EXPERIENCE LINES TO KEEP NEW PLTS FLYING. I, HOWEVER, CAME OUT OF TRAINING JUST BEFORE I WAS ELIGIBLE FOR THIS NEW PROGRAM.

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.