Narrative:

I checked out on the 757/767 between feb/xx/95 and mar/xx/95, flew my IOE mar to mar. All the training went relatively smoothly to my surprise, since I had never flown any glass cockpit electric, or FMS aircraft in any seat before. Yy IOE made me high on time for march, so my remaining trips were dropped. Our vacation yr started apr, and I was converted from 727 to 757/767 on that date and assigned a vacation the first 2 weeks of apr. Hence, I'm flying my first trip after more than a month off. For practice, I was hand flying, oblivious to the fact there's no automatic leveloff protection without the autoplt. J-58 takes a big jog at srq. I recalled the frequency for srq and 288 degrees outbound, but my copilot was getting his map out to double-check. With the various heading changes, we weren't sure which leg of J-58 we were supposed to intercept. I flew right through FL260, and we realized it when the altitude alert sounded at FL262.5. We got to FL263 before I got us started back down. Center called us as we were passing FL261 and said he had us at FL264, and that he had sbound traffic at FL270. We located that traffic about 20 mi away -- we had him visually (everyone had lengthy contrails) and on TCASII -- and came no closer than 11 mi. Cause: I was inexperienced. My copilot didn't expect his captain to be hand flying that high, and mainly, we were both distracted by the controller's somewhat confusing directions which were not only unclr, but required using little used maps and reprogramming the FMS. Going a month out of a brand new and very different cockpit is fundamentally dangerous, and even the newest regulations on that subject do not go far enough. Supplemental information from acn 302407: a new clearance was given to intercept an airway and we were monitoring navigation intercept.

Related reports:

Google
 

Original NASA ASRS Text

Title: ALTDEV ALT OVERSHOT IN CLB.

Narrative: I CHKED OUT ON THE 757/767 BTWN FEB/XX/95 AND MAR/XX/95, FLEW MY IOE MAR TO MAR. ALL THE TRAINING WENT RELATIVELY SMOOTHLY TO MY SURPRISE, SINCE I HAD NEVER FLOWN ANY GLASS COCKPIT ELECTRIC, OR FMS ACFT IN ANY SEAT BEFORE. YY IOE MADE ME HIGH ON TIME FOR MARCH, SO MY REMAINING TRIPS WERE DROPPED. OUR VACATION YR STARTED APR, AND I WAS CONVERTED FROM 727 TO 757/767 ON THAT DATE AND ASSIGNED A VACATION THE FIRST 2 WKS OF APR. HENCE, I'M FLYING MY FIRST TRIP AFTER MORE THAN A MONTH OFF. FOR PRACTICE, I WAS HAND FLYING, OBLIVIOUS TO THE FACT THERE'S NO AUTO LEVELOFF PROTECTION WITHOUT THE AUTOPLT. J-58 TAKES A BIG JOG AT SRQ. I RECALLED THE FREQ FOR SRQ AND 288 DEGS OUTBOUND, BUT MY COPLT WAS GETTING HIS MAP OUT TO DOUBLE-CHK. WITH THE VARIOUS HDG CHANGES, WE WEREN'T SURE WHICH LEG OF J-58 WE WERE SUPPOSED TO INTERCEPT. I FLEW RIGHT THROUGH FL260, AND WE REALIZED IT WHEN THE ALT ALERT SOUNDED AT FL262.5. WE GOT TO FL263 BEFORE I GOT US STARTED BACK DOWN. CTR CALLED US AS WE WERE PASSING FL261 AND SAID HE HAD US AT FL264, AND THAT HE HAD SBOUND TFC AT FL270. WE LOCATED THAT TFC ABOUT 20 MI AWAY -- WE HAD HIM VISUALLY (EVERYONE HAD LENGTHY CONTRAILS) AND ON TCASII -- AND CAME NO CLOSER THAN 11 MI. CAUSE: I WAS INEXPERIENCED. MY COPLT DIDN'T EXPECT HIS CAPT TO BE HAND FLYING THAT HIGH, AND MAINLY, WE WERE BOTH DISTRACTED BY THE CTLR'S SOMEWHAT CONFUSING DIRECTIONS WHICH WERE NOT ONLY UNCLR, BUT REQUIRED USING LITTLE USED MAPS AND REPROGRAMMING THE FMS. GOING A MONTH OUT OF A BRAND NEW AND VERY DIFFERENT COCKPIT IS FUNDAMENTALLY DANGEROUS, AND EVEN THE NEWEST REGULATIONS ON THAT SUBJECT DO NOT GO FAR ENOUGH. SUPPLEMENTAL INFO FROM ACN 302407: A NEW CLRNC WAS GIVEN TO INTERCEPT AN AIRWAY AND WE WERE MONITORING NAV INTERCEPT.

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.