A B737 crew, departing bdl, overshot assigned altitude and exceeded 250 KTS below 10000 ft.

Attributes
ACN	534965
Time
Date	200201
Day	Sun
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : bdl.airport
State Reference	CT
Altitude	agl single value : 0
Environment
Flight Conditions	VMC
Weather Elements	Turbulence Ice Windshear
Light	Night
Aircraft 1
Controlling Facilities	tracon : y90.tracon
Operator	common carrier : air carrier
Make Model Name	B737-800
Operating Under FAR Part	Part 121
Navigation In Use	other
Flight Phase	climbout : intermediate altitude
Route In Use	departure : on vectors
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Experience	flight time last 90 days : 50 flight time total : 3000 flight time type : 150
ASRS Report	534965
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 220 flight time total : 7700 flight time type : 3700
ASRS Report	534362
Events
Anomaly	altitude deviation : overshoot inflight encounter : turbulence inflight encounter : weather inflight encounter other non adherence : company policies non adherence : far non adherence : clearance other anomaly other
Independent Detector	other flight crewa other flight crewb
Resolutory Action	flight crew : returned to assigned altitude flight crew : returned to intended or assigned course
Consequence	other
Supplementary
Problem Areas	Airport Flight Crew Human Performance Weather
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

I am a new low time in type first officer. I was flying my first leg of the day. Our takeoff instructions were significant (turbulence and windshear in the climb takeoff 20 KTS). While climbing out I was very focused on the significant airspeed changes (40 KT range) trying to maintain a safe climb profile and cleaning up the aircraft. Approaching 3000 ft I attempted to engage the autoplt, but it would not engage in the desired mode. I made a couple of attempts then decided to hand-fly, made the 1000 ft to go callout. While I was trying to stabilize airspeed and begin leveling off, approach gave us a turn. I reached up to turn the heading bug and began the turn. At about the same time the captain called out 'there's 4000 ft' he quickly lowered the nose and pulled the throttles back as we ballooned to about 4500 ft and momentarily exceeded 250 KTS. I then continued to fly as per departure's instructions. Departure made no comment as to our excursion from altitude. In retrospect, I should have focused on leveling off before starting the turn since they were so close in timing and I was saturated, or asked the captain to slew the heading bug while I focused on flying the turn and leveling. I have also learned that trying to engage the autoplt at such a busy time can actually add to the PF's workload and be distracting and a higher workload than hand-flying. Supplemental information from acn 535362: it was the first officer's leg, and after takeoff from runway 33 we were cleared to fly runway heading to 4000 ft. It was a very windy night and we encountered moderate turbulence on the climb out. The first officer was having trouble with the flight director and he decided to disconnect the autoplt. He was rapidly approaching 4000 ft and I pointed this out. He started to make corrections, but I took the aircraft and pulled the throttles to idle and descended back to 4000 ft. The highest we got was 4500 ft. I should have been much more vigilant and should have taken the aircraft sooner especially after he disconnected the autoplt.

Original NASA ASRS Text

Title: A B737 CREW, DEPARTING BDL, OVERSHOT ASSIGNED ALT AND EXCEEDED 250 KTS BELOW 10000 FT.

Narrative: I AM A NEW LOW TIME IN TYPE FO. I WAS FLYING MY FIRST LEG OF THE DAY. OUR TKOF INSTRUCTIONS WERE SIGNIFICANT (TURB AND WINDSHEAR IN THE CLB TKOF 20 KTS). WHILE CLBING OUT I WAS VERY FOCUSED ON THE SIGNIFICANT AIRSPD CHANGES (40 KT RANGE) TRYING TO MAINTAIN A SAFE CLB PROFILE AND CLEANING UP THE ACFT. APCHING 3000 FT I ATTEMPTED TO ENGAGE THE AUTOPLT, BUT IT WOULD NOT ENGAGE IN THE DESIRED MODE. I MADE A COUPLE OF ATTEMPTS THEN DECIDED TO HAND-FLY, MADE THE 1000 FT TO GO CALLOUT. WHILE I WAS TRYING TO STABILIZE AIRSPD AND BEGIN LEVELING OFF, APCH GAVE US A TURN. I REACHED UP TO TURN THE HEADING BUG AND BEGAN THE TURN. AT ABOUT THE SAME TIME THE CAPT CALLED OUT 'THERE'S 4000 FT' HE QUICKLY LOWERED THE NOSE AND PULLED THE THROTTLES BACK AS WE BALLOONED TO ABOUT 4500 FT AND MOMENTARILY EXCEEDED 250 KTS. I THEN CONTINUED TO FLY AS PER DEP'S INSTRUCTIONS. DEP MADE NO COMMENT AS TO OUR EXCURSION FROM ALT. IN RETROSPECT, I SHOULD HAVE FOCUSED ON LEVELING OFF BEFORE STARTING THE TURN SINCE THEY WERE SO CLOSE IN TIMING AND I WAS SATURATED, OR ASKED THE CAPT TO SLEW THE HEADING BUG WHILE I FOCUSED ON FLYING THE TURN AND LEVELING. I HAVE ALSO LEARNED THAT TRYING TO ENGAGE THE AUTOPLT AT SUCH A BUSY TIME CAN ACTUALLY ADD TO THE PF'S WORKLOAD AND BE DISTRACTING AND A HIGHER WORKLOAD THAN HAND-FLYING. SUPPLEMENTAL INFO FROM ACN 535362: IT WAS THE FO'S LEG, AND AFTER TKOF FROM RWY 33 WE WERE CLRED TO FLY RWY HEADING TO 4000 FT. IT WAS A VERY WINDY NIGHT AND WE ENCOUNTERED MODERATE TURB ON THE CLBOUT. THE FO WAS HAVING TROUBLE WITH THE FLT DIRECTOR AND HE DECIDED TO DISCONNECT THE AUTOPLT. HE WAS RAPIDLY APCHING 4000 FT AND I POINTED THIS OUT. HE STARTED TO MAKE CORRECTIONS, BUT I TOOK THE ACFT AND PULLED THE THROTTLES TO IDLE AND DSNDED BACK TO 4000 FT. THE HIGHEST WE GOT WAS 4500 FT. I SHOULD HAVE BEEN MUCH MORE VIGILANT AND SHOULD HAVE TAKEN THE ACFT SOONER ESPECIALLY AFTER HE DISCONNECTED THE AUTOPLT.

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.