Altitude deviation altitude overshot. Improper cockpit set up with transponder code set incorrectly....

Attributes
ACN	200617
Time
Date	199202
Day	Sun
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : cae
State Reference	SC
Altitude	msl bound lower : 2500 msl bound upper : 3500
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : cae
Operator	common carrier : air carrier
Make Model Name	Medium Large Transport, Low Wing, 2 Turbojet Eng
Flight Phase	climbout : intermediate altitude
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Experience	flight time last 90 days : 210 flight time total : 9000 flight time type : 1100
ASRS Report	200617
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 120 flight time total : 20000 flight time type : 4000
ASRS Report	200502
Events
Anomaly	altitude deviation : overshoot non adherence : clearance other anomaly other
Independent Detector	other controllera
Resolutory Action	controller : issued new clearance other
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Last leg of a 4 day trip 10 hours into a 12 hour duty day. FAA air carrier inspector asks for capts licenses while I am copying clearance. Captain informs me that inspector wants to look at my license and medical. Returning to my seat I look on the pad I wrote my clearance on. Squawk and altitude are already set in. However, I am looking at the wrong clearance on the pad. It was the previous one. I set in wrong departure frequency, wrong squawk, wrong altitude. Never noticing on taxi while running the checklists. After takeoff I call tower back to get frequency for departure. By the time I call them he (departure) says I didn't have radar contact and would I reset transponder to correct code. I notice it is also wrong. He calls back and says our clearance was 2500 ft but climb to 10000 ft. I look back to my pad and see the other clearance with the correct code, frequency, and altitude. I will always copy new departure clearance on clean paper from now on. Normally the captain or I would have noticed the irregularity. Also if I had set the new information in all the windows before getting out of my seat to show my flying license and medical to the inspector it would not have happened. Had the captain not been distraction while setting up his panel and listening to the clearance, chances are we would have caught my mistake. There was no traffic conflict, but we exceeded 2500 by at least 1000 ft before the controller brought it to our attention. Supplemental information from acn 200502. I went to the airport and got into the left seat. It was my turn to fly (we normally swap legs first officer was already in seat about 20 mins prior to departure. FAA air carrier inspector arrived, introduced himself and said 'let's get the formalities over with, let's see your license and physical.' meanwhile, the first officer was copying the ATC clearance, I didn't hear the clearance because I was talking to the FAA and the first officer didn't hear the request for our licenses and physicals. I was not 'in the loop' to listen to the clearance because of the aforementioned conversation with the FAA. Our normal procedural flow was interrupted.

Original NASA ASRS Text

Title: ALTDEV ALT OVERSHOT. IMPROPER COCKPIT SET UP WITH TRANSPONDER CODE SET INCORRECTLY. FLC CITES FAA ACI INTERFERENCE DURING PRESTART.

Narrative: LAST LEG OF A 4 DAY TRIP 10 HRS INTO A 12 HR DUTY DAY. FAA AIR CARRIER INSPECTOR ASKS FOR CAPTS LICENSES WHILE I AM COPYING CLRNC. CAPT INFORMS ME THAT INSPECTOR WANTS TO LOOK AT MY LICENSE AND MEDICAL. RETURNING TO MY SEAT I LOOK ON THE PAD I WROTE MY CLRNC ON. SQUAWK AND ALT ARE ALREADY SET IN. HOWEVER, I AM LOOKING AT THE WRONG CLRNC ON THE PAD. IT WAS THE PREVIOUS ONE. I SET IN WRONG DEP FREQ, WRONG SQUAWK, WRONG ALT. NEVER NOTICING ON TAXI WHILE RUNNING THE CHKLISTS. AFTER TKOF I CALL TWR BACK TO GET FREQ FOR DEP. BY THE TIME I CALL THEM HE (DEP) SAYS I DIDN'T HAVE RADAR CONTACT AND WOULD I RESET TRANSPONDER TO CORRECT CODE. I NOTICE IT IS ALSO WRONG. HE CALLS BACK AND SAYS OUR CLRNC WAS 2500 FT BUT CLB TO 10000 FT. I LOOK BACK TO MY PAD AND SEE THE OTHER CLRNC WITH THE CORRECT CODE, FREQ, AND ALT. I WILL ALWAYS COPY NEW DEP CLRNC ON CLEAN PAPER FROM NOW ON. NORMALLY THE CAPT OR I WOULD HAVE NOTICED THE IRREGULARITY. ALSO IF I HAD SET THE NEW INFO IN ALL THE WINDOWS BEFORE GETTING OUT OF MY SEAT TO SHOW MY FLYING LICENSE AND MEDICAL TO THE INSPECTOR IT WOULD NOT HAVE HAPPENED. HAD THE CAPT NOT BEEN DISTR WHILE SETTING UP HIS PANEL AND LISTENING TO THE CLRNC, CHANCES ARE WE WOULD HAVE CAUGHT MY MISTAKE. THERE WAS NO TFC CONFLICT, BUT WE EXCEEDED 2500 BY AT LEAST 1000 FT BEFORE THE CTLR BROUGHT IT TO OUR ATTN. SUPPLEMENTAL INFO FROM ACN 200502. I WENT TO THE ARPT AND GOT INTO THE L SEAT. IT WAS MY TURN TO FLY (WE NORMALLY SWAP LEGS FO WAS ALREADY IN SEAT ABOUT 20 MINS PRIOR TO DEP. FAA AIR CARRIER INSPECTOR ARRIVED, INTRODUCED HIMSELF AND SAID 'LET'S GET THE FORMALITIES OVER WITH, LET'S SEE YOUR LICENSE AND PHYSICAL.' MEANWHILE, THE FO WAS COPYING THE ATC CLRNC, I DIDN'T HEAR THE CLRNC BECAUSE I WAS TALKING TO THE FAA AND THE FO DIDN'T HEAR THE REQUEST FOR OUR LICENSES AND PHYSICALS. I WAS NOT 'IN THE LOOP' TO LISTEN TO THE CLRNC BECAUSE OF THE AFOREMENTIONED CONVERSATION WITH THE FAA. OUR NORMAL PROCEDURAL FLOW WAS INTERRUPTED.

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.

Altitude deviation altitude overshot. Improper cockpit set up with transponder code set incorrectly. Flight crew cites FAA aci interference during prestart.