Narrative:

I was a PNF in the left seat of a canadair challenger 601/3A that had an altitude overshoot at 10000 ft MSL on departure out of dtw. The following series of events occurred: 1) we were level at 7000 ft MSL in mostly light turbulence from the start of the flight. 2) dtw departure cleared us to 10000 ft MSL. On the readback I said 12000 ft MSL and was corrected by ATC. I acknowledged the 10000 ft MSL and set 10000 ft MSL in the altitude preselect. 3) the PF in the right seat had the aircraft on autoplt and initiated a climb on the autoplt to 10000 ft MSL. 4) we were just prior to our levelout at 10000 ft MSL when we experienced a moderate jolt on the control yoke from clear air turbulence. The autoplt disengaged as we were in a pitch up climb. 5) the PF took over flying manually and made a smooth recovery. At the same time, a brief slow resolution descent callout occurred lasting no more than a few seconds. We observed the altimeter passing through 10300 ft MSL on the recovery and feel we could have gotten as high as 10500 ft, but we are not positive of this. The RA we observed on the TCASII from what we could determine was from an aircraft outside of our 3 mi circle, at our 2-3 O'clock position, at 11000 ft MSL. The traffic was either flying parallel to us or away from us. There was no time during this period that we observed any traffic within our TCASII 3 mi circle. We were VMC at this time and didn't observe any traffic outside visually. 6) I acknowledged to ATC that we were getting our plane under control and leveling at 10000 ft MSL. The controller acknowledged us leveling at 10000 ft MSL. He immediately gave us a climb to a higher altitude with a frequency change and said good day. 7) dtw meanwhile had gotten a TCASII RA feedback from a saab commuter aircraft that was on another frequency. I believe they correlated this to be the aircraft that we observed at our 2- 3 O'clock position at greater than 3 mi to us, at 11000 ft MSL. Dtw forwarded a message to us through ZOB to call. 8) dtw departure advised me of the saab commuter resolution alert report. I told the dtw supervisor of our intention to level at 10000 ft MSL, until the aircraft was disturbed from its flight by turbulence. He didn't indicate that anything serious had happened, other than he intended to file a report with the enforcement auths. I advised him that I would file a NASA report. 9) the human factors involved at the time were normal cockpit duties. We can't pinpoint if it was turbulence or the yoke movement that caused autoplt disconnect. 10) I am personally glad that there was no more deviation from our flight path than occurred. I thank you for your time in handling this report.

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Original NASA ASRS Text

Title: CL6013A ACFT IN CLB TO 10000 FT ENCOUNTERED CLR AIR TURB JUST PRIOR TO LEVELOFF. AUTOPLT KICKED OFF AND ACFT WENT ABOVE ASSIGNED ALT INTERFERING WITH ANOTHER ACFT CREATING A LOSS OF SEPARATION.

Narrative: I WAS A PNF IN THE L SEAT OF A CANADAIR CHALLENGER 601/3A THAT HAD AN ALT OVERSHOOT AT 10000 FT MSL ON DEP OUT OF DTW. THE FOLLOWING SERIES OF EVENTS OCCURRED: 1) WE WERE LEVEL AT 7000 FT MSL IN MOSTLY LIGHT TURB FROM THE START OF THE FLT. 2) DTW DEP CLRED US TO 10000 FT MSL. ON THE READBACK I SAID 12000 FT MSL AND WAS CORRECTED BY ATC. I ACKNOWLEDGED THE 10000 FT MSL AND SET 10000 FT MSL IN THE ALT PRESELECT. 3) THE PF IN THE R SEAT HAD THE ACFT ON AUTOPLT AND INITIATED A CLB ON THE AUTOPLT TO 10000 FT MSL. 4) WE WERE JUST PRIOR TO OUR LEVELOUT AT 10000 FT MSL WHEN WE EXPERIENCED A MODERATE JOLT ON THE CTL YOKE FROM CLR AIR TURB. THE AUTOPLT DISENGAGED AS WE WERE IN A PITCH UP CLB. 5) THE PF TOOK OVER FLYING MANUALLY AND MADE A SMOOTH RECOVERY. AT THE SAME TIME, A BRIEF SLOW RESOLUTION DSCNT CALLOUT OCCURRED LASTING NO MORE THAN A FEW SECONDS. WE OBSERVED THE ALTIMETER PASSING THROUGH 10300 FT MSL ON THE RECOVERY AND FEEL WE COULD HAVE GOTTEN AS HIGH AS 10500 FT, BUT WE ARE NOT POSITIVE OF THIS. THE RA WE OBSERVED ON THE TCASII FROM WHAT WE COULD DETERMINE WAS FROM AN ACFT OUTSIDE OF OUR 3 MI CIRCLE, AT OUR 2-3 O'CLOCK POS, AT 11000 FT MSL. THE TFC WAS EITHER FLYING PARALLEL TO US OR AWAY FROM US. THERE WAS NO TIME DURING THIS PERIOD THAT WE OBSERVED ANY TFC WITHIN OUR TCASII 3 MI CIRCLE. WE WERE VMC AT THIS TIME AND DIDN'T OBSERVE ANY TFC OUTSIDE VISUALLY. 6) I ACKNOWLEDGED TO ATC THAT WE WERE GETTING OUR PLANE UNDER CTL AND LEVELING AT 10000 FT MSL. THE CTLR ACKNOWLEDGED US LEVELING AT 10000 FT MSL. HE IMMEDIATELY GAVE US A CLB TO A HIGHER ALT WITH A FREQ CHANGE AND SAID GOOD DAY. 7) DTW MEANWHILE HAD GOTTEN A TCASII RA FEEDBACK FROM A SAAB COMMUTER ACFT THAT WAS ON ANOTHER FREQ. I BELIEVE THEY CORRELATED THIS TO BE THE ACFT THAT WE OBSERVED AT OUR 2- 3 O'CLOCK POS AT GREATER THAN 3 MI TO US, AT 11000 FT MSL. DTW FORWARDED A MESSAGE TO US THROUGH ZOB TO CALL. 8) DTW DEP ADVISED ME OF THE SAAB COMMUTER RESOLUTION ALERT RPT. I TOLD THE DTW SUPVR OF OUR INTENTION TO LEVEL AT 10000 FT MSL, UNTIL THE ACFT WAS DISTURBED FROM ITS FLT BY TURB. HE DIDN'T INDICATE THAT ANYTHING SERIOUS HAD HAPPENED, OTHER THAN HE INTENDED TO FILE A RPT WITH THE ENFORCEMENT AUTHS. I ADVISED HIM THAT I WOULD FILE A NASA RPT. 9) THE HUMAN FACTORS INVOLVED AT THE TIME WERE NORMAL COCKPIT DUTIES. WE CAN'T PINPOINT IF IT WAS TURB OR THE YOKE MOVEMENT THAT CAUSED AUTOPLT DISCONNECT. 10) I AM PERSONALLY GLAD THAT THERE WAS NO MORE DEV FROM OUR FLT PATH THAN OCCURRED. I THANK YOU FOR YOUR TIME IN HANDLING THIS RPT.

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.