Narrative:

When the copilot got in the right seat and picked up the clearance note pad; confirmed departure frequency, squawk as proper checklist procedures were followed. During taxi out PF briefed the takeoff speeds, and refusal procedures and in-flight emergency return. The refueling at salina, ks, ended with a fuel imbal of 400 pounds (nowhere near aircraft limits). During the departure PNF (right seat) initiated and completed the climb checklist as well as radio frequency change to ZKC. At this time PNF initiated and completed the climb checklist as well as radio frequency change to ZKC. At this time PNF initiated a fuel xfeed procedure to eliminate the fuel imbal. After approximately 30-45 seconds ZKC initiated a radio call to us very routinely stating (as we were passing 4700 ft) 'radar contact passing 4700 ft you have traffic at your 10 O'clock position at 6000 level off maintain 5000.' I (PNF) acknowledged that we were at 5500; and will descend to 5000. Note; at this moment both pilots interpreted this call as an immediate and amended clearance to level off at 5000. We drifted up to 5600 during the pushover to comply with the amended clearance and the altitude alerter was changed and set to 5000. After a short period of time we were cleared to continue further climb. At this point we still did not realize there was a miscom as to our clearance limit altitude until ATC asked us to call them on the phone upon reaching our destination. Upon review of the events that had just happened we reviewed the clearance as written and saw that the clearance was 5M/290/10. Neither one of us can explain why the altitude alerter was not set at 5000. The initial call from center could have been more urgently stated to point out the potential traffic conflict if he felt due to our rate of climb that we may not meet our expected level off altitude of 5000.

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Original NASA ASRS Text

Title: CORP ACFT OVERSHOOTS ALT ON CLB. LTSS.

Narrative: WHEN THE COPLT GOT IN THE R SEAT AND PICKED UP THE CLRNC NOTE PAD; CONFIRMED DEP FREQ, SQUAWK AS PROPER CHKLIST PROCS WERE FOLLOWED. DURING TAXI OUT PF BRIEFED THE TKOF SPDS, AND REFUSAL PROCS AND INFLT EMER RETURN. THE REFUELING AT SALINA, KS, ENDED WITH A FUEL IMBAL OF 400 POUNDS (NOWHERE NEAR ACFT LIMITS). DURING THE DEP PNF (R SEAT) INITIATED AND COMPLETED THE CLB CHKLIST AS WELL AS RADIO FREQ CHANGE TO ZKC. AT THIS TIME PNF INITIATED AND COMPLETED THE CLB CHKLIST AS WELL AS RADIO FREQ CHANGE TO ZKC. AT THIS TIME PNF INITIATED A FUEL XFEED PROC TO ELIMINATE THE FUEL IMBAL. AFTER APPROX 30-45 SECONDS ZKC INITIATED A RADIO CALL TO US VERY ROUTINELY STATING (AS WE WERE PASSING 4700 FT) 'RADAR CONTACT PASSING 4700 FT YOU HAVE TFC AT YOUR 10 O'CLOCK POS AT 6000 LEVEL OFF MAINTAIN 5000.' I (PNF) ACKNOWLEDGED THAT WE WERE AT 5500; AND WILL DSND TO 5000. NOTE; AT THIS MOMENT BOTH PLTS INTERPRETED THIS CALL AS AN IMMEDIATE AND AMENDED CLRNC TO LEVEL OFF AT 5000. WE DRIFTED UP TO 5600 DURING THE PUSHOVER TO COMPLY WITH THE AMENDED CLRNC AND THE ALT ALERTER WAS CHANGED AND SET TO 5000. AFTER A SHORT PERIOD OF TIME WE WERE CLRED TO CONTINUE FURTHER CLB. AT THIS POINT WE STILL DID NOT REALIZE THERE WAS A MISCOM AS TO OUR CLRNC LIMIT ALT UNTIL ATC ASKED US TO CALL THEM ON THE PHONE UPON REACHING OUR DEST. UPON REVIEW OF THE EVENTS THAT HAD JUST HAPPENED WE REVIEWED THE CLRNC AS WRITTEN AND SAW THAT THE CLRNC WAS 5M/290/10. NEITHER ONE OF US CAN EXPLAIN WHY THE ALT ALERTER WAS NOT SET AT 5000. THE INITIAL CALL FROM CTR COULD HAVE BEEN MORE URGENTLY STATED TO POINT OUT THE POTENTIAL TFC CONFLICT IF HE FELT DUE TO OUR RATE OF CLB THAT WE MAY NOT MEET OUR EXPECTED LEVEL OFF ALT OF 5000.

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.