Narrative:

On departure on a commercial flight from pit to sdf, clearance was turn left to a 260 degree heading, climb to 5000 ft. Captain was the PF. After departure, the aircraft was on heading, cleaned up, climbing. I knew from previous experience and our clearance that after the initial heading that departure would give us a right turn to intercept the mmj radial and flight plan route. I also noticed, after takeoff, that the mmj NAVAID was not programmed in the navigation computer, so the radial was not defined and therefore nothing for the IRS to intercept. The copilot is fairly new with the company and in type of aircraft, and previous legs had shown me that I was faster programming the computer than he was, so I elected to program the necessary point. Unfortunately, I did not turn on the autoplt or request he fly the aircraft while I did the programming. I subsequently climbed through the cleared altitude of 5000 ft by 400-500 ft and then immediately returned to the assigned altitude. The first officer and I discussed this later and I got several valuable reminders. First is -- fly the airplane. Second, we have a lot of new hires, and I don't always have the benefit and luxury of a very experienced first officer to fly with. Third, even though I may be faster, the coplts won't learn as fast or well if I do all the work for them. Therefore, even with a highly automated aircraft, I need to insure as much data as possible is preprogrammed before we take off. I need to insure that someone is focused on flying the aircraft, or hook up the autoplt and insure it is being properly monitored. I also need to manage the automation better to insure the best situational awareness.

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Original NASA ASRS Text

Title: ACR OVERSHOOTS ALT NEAR PIT, PA.

Narrative: ON DEP ON A COMMERCIAL FLT FROM PIT TO SDF, CLRNC WAS TURN L TO A 260 DEG HDG, CLB TO 5000 FT. CAPT WAS THE PF. AFTER DEP, THE ACFT WAS ON HDG, CLEANED UP, CLBING. I KNEW FROM PREVIOUS EXPERIENCE AND OUR CLRNC THAT AFTER THE INITIAL HDG THAT DEP WOULD GIVE US A R TURN TO INTERCEPT THE MMJ RADIAL AND FLT PLAN RTE. I ALSO NOTICED, AFTER TKOF, THAT THE MMJ NAVAID WAS NOT PROGRAMMED IN THE NAV COMPUTER, SO THE RADIAL WAS NOT DEFINED AND THEREFORE NOTHING FOR THE IRS TO INTERCEPT. THE COPLT IS FAIRLY NEW WITH THE COMPANY AND IN TYPE OF ACFT, AND PREVIOUS LEGS HAD SHOWN ME THAT I WAS FASTER PROGRAMMING THE COMPUTER THAN HE WAS, SO I ELECTED TO PROGRAM THE NECESSARY POINT. UNFORTUNATELY, I DID NOT TURN ON THE AUTOPLT OR REQUEST HE FLY THE ACFT WHILE I DID THE PROGRAMMING. I SUBSEQUENTLY CLBED THROUGH THE CLRED ALT OF 5000 FT BY 400-500 FT AND THEN IMMEDIATELY RETURNED TO THE ASSIGNED ALT. THE FO AND I DISCUSSED THIS LATER AND I GOT SEVERAL VALUABLE REMINDERS. FIRST IS -- FLY THE AIRPLANE. SECOND, WE HAVE A LOT OF NEW HIRES, AND I DON'T ALWAYS HAVE THE BENEFIT AND LUXURY OF A VERY EXPERIENCED FO TO FLY WITH. THIRD, EVEN THOUGH I MAY BE FASTER, THE COPLTS WON'T LEARN AS FAST OR WELL IF I DO ALL THE WORK FOR THEM. THEREFORE, EVEN WITH A HIGHLY AUTOMATED ACFT, I NEED TO INSURE AS MUCH DATA AS POSSIBLE IS PREPROGRAMMED BEFORE WE TAKE OFF. I NEED TO INSURE THAT SOMEONE IS FOCUSED ON FLYING THE ACFT, OR HOOK UP THE AUTOPLT AND INSURE IT IS BEING PROPERLY MONITORED. I ALSO NEED TO MANAGE THE AUTOMATION BETTER TO INSURE THE BEST SITUATIONAL AWARENESS.

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.