Narrative:

We were cleared to 7000 ft MSL and I had made the 1000 ft call when leaving 6000 ft. The altitude alerts in this type aircraft are not very loud and very difficult to hear, especially when there is communications going on the radios. It was a nice day and I was looking outside for any traffic. It was also only the second week that I was flying out of mia and was trying to get familiar with the outlying area as far as recognizable landmarks. Plus I just transitioned into this airplane 2 months ago and my first officer has been flying it for more than 2 yrs. I was probably relying more on his experience in the airplane than what I should have. Being that close to mia there was a lot of talk on the radio and I missed the 100 ft warning. Next thing I know, we are at 8000 ft. While pulling the power back to flight idle and lowering the nose to start a descent, I checked the TCASII and noticed that we had traffic at 8400 ft about 7 mi out. The controller never said anything, so I do not know if he noticed. While this is a very automated airplane, this time it was the human side that failed and not the automated side as you read so often. From now on, I will have to spend more time looking inside the cockpit those last 1000 ft and not gaze at landmarks. Callback conversation with reporter revealed the following information: the captain was flying a saab 340B at the time of this incident. He said that he noticed the overshoot at about the same time as his first officer and, even though the first officer was flying, the captain pulled back the power to allow the descent to the correct altitude to begin.

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Original NASA ASRS Text

Title: ALTDEV ALT OVERSHOT. ACR CLBS THROUGH ITS ASSIGNED ALT, BUT RETURNS TO THE PROPER ALT PROMPTLY.

Narrative: WE WERE CLRED TO 7000 FT MSL AND I HAD MADE THE 1000 FT CALL WHEN LEAVING 6000 FT. THE ALT ALERTS IN THIS TYPE ACFT ARE NOT VERY LOUD AND VERY DIFFICULT TO HEAR, ESPECIALLY WHEN THERE IS COMS GOING ON THE RADIOS. IT WAS A NICE DAY AND I WAS LOOKING OUTSIDE FOR ANY TFC. IT WAS ALSO ONLY THE SECOND WK THAT I WAS FLYING OUT OF MIA AND WAS TRYING TO GET FAMILIAR WITH THE OUTLYING AREA AS FAR AS RECOGNIZABLE LANDMARKS. PLUS I JUST TRANSITIONED INTO THIS AIRPLANE 2 MONTHS AGO AND MY FO HAS BEEN FLYING IT FOR MORE THAN 2 YRS. I WAS PROBABLY RELYING MORE ON HIS EXPERIENCE IN THE AIRPLANE THAN WHAT I SHOULD HAVE. BEING THAT CLOSE TO MIA THERE WAS A LOT OF TALK ON THE RADIO AND I MISSED THE 100 FT WARNING. NEXT THING I KNOW, WE ARE AT 8000 FT. WHILE PULLING THE PWR BACK TO FLT IDLE AND LOWERING THE NOSE TO START A DSCNT, I CHKED THE TCASII AND NOTICED THAT WE HAD TFC AT 8400 FT ABOUT 7 MI OUT. THE CTLR NEVER SAID ANYTHING, SO I DO NOT KNOW IF HE NOTICED. WHILE THIS IS A VERY AUTOMATED AIRPLANE, THIS TIME IT WAS THE HUMAN SIDE THAT FAILED AND NOT THE AUTOMATED SIDE AS YOU READ SO OFTEN. FROM NOW ON, I WILL HAVE TO SPEND MORE TIME LOOKING INSIDE THE COCKPIT THOSE LAST 1000 FT AND NOT GAZE AT LANDMARKS. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE CAPT WAS FLYING A SAAB 340B AT THE TIME OF THIS INCIDENT. HE SAID THAT HE NOTICED THE OVERSHOOT AT ABOUT THE SAME TIME AS HIS FO AND, EVEN THOUGH THE FO WAS FLYING, THE CAPT PULLED BACK THE PWR TO ALLOW THE DSCNT TO THE CORRECT ALT TO BEGIN.

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.