GA flight crew has an altitude deviation while departure yip.

Attributes
ACN	581319
Time
Date	200305
Day	Wed
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : yip.airport
State Reference	MI
Altitude	msl bound lower : 3000 msl bound upper : 3500
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : d21.tracon tower : yip.tower tower : pae.tower
Operator	general aviation : corporate
Make Model Name	Light Transport, Low Wing, 2 Turbojet Eng
Operating Under FAR Part	Part 91
Flight Phase	climbout : intermediate altitude climbout : initial
Route In Use	departure : on vectors
Flight Plan	IFR
Aircraft 2
Controlling Facilities	tracon : d21.tracon
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Flight Phase	climbout : initial climbout : intermediate altitude
Flight Plan	IFR
Person 1
Affiliation	company : corporate
Function	flight crew : captain oversight : pic
Experience	flight time last 90 days : 70 flight time total : 17000
ASRS Report	581319
Person 2
Affiliation	company : corporate
Function	flight crew : first officer
Events
Anomaly	altitude deviation : overshoot conflict : airborne less severe inflight encounter : weather non adherence : clearance
Independent Detector	aircraft equipment : tcas other controllera
Resolutory Action	controller : issued new clearance controller : issued advisory flight crew : returned to assigned altitude
Supplementary
Problem Areas	Weather ATC Human Performance Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

I was PIC. Clearance was to take off on runway 5R, climb and maintain 3000 ft MSL and turn left to 300 degrees. Takeoff was normal. Tower gave us a frequency change to departure. Before the first officer could call departure, the controller was calling us in a voice that exuded urgency. The controller said '(our aircraft), turn right immediately to 030 degrees!' we were passing a heading of about 330 degrees at this time. The first officer called 'out of 2000 ft for 3000 ft,' which I acknowledged. I immediately initiated a roll reversal from about 20 degrees left bank to 40 degrees right bank, all the while trying to keep the ride smooth and not scare the 8 passenger behind me. The aircraft was accelerating and the throttles were still at climb thrust since this maneuver was requiring both hands. The first officer couldn't reduce power for me because I had instructed him to 'bug' me around to 030 degrees -- since the flight director command bars were banked left and the aircraft was now banked right. Before I arrested the climb, the aircraft had reached 3400 ft or 3500 ft. We were turning toward 4000 ft traffic and although I don't remember hearing it, the first officer told me that we got a TA on the TCASII. We did not get an RA. Shortly after this, the controller called us and asked us to verify level at 3000 ft. By this time we were. The first officer acknowledged level and the controller came back and explained to us that another aircraft had departed a neighboring airport and was requesting his IFR clearance. The controller rightfully turned us away from this aircraft while he sorted out the situation. It's hard to imagine that the aircraft requesting his IFR clearance was legal since willow run was reporting 700 ft overcast and 5 mi visibility, when we departed we were solid IMC throughout this occurrence. This is mentioned only to clarify the facts and not as an excuse for the altitude deviation. The aircraft was accelerating and climbing rapidly, but that's no excuse for not doing a better job. I will in the future.

Original NASA ASRS Text

Title: GA FLT CREW HAS AN ALTDEV WHILE DEP YIP.

Narrative: I WAS PIC. CLRNC WAS TO TAKE OFF ON RWY 5R, CLB AND MAINTAIN 3000 FT MSL AND TURN L TO 300 DEGS. TKOF WAS NORMAL. TWR GAVE US A FREQ CHANGE TO DEP. BEFORE THE FO COULD CALL DEP, THE CTLR WAS CALLING US IN A VOICE THAT EXUDED URGENCY. THE CTLR SAID '(OUR ACFT), TURN R IMMEDIATELY TO 030 DEGS!' WE WERE PASSING A HEADING OF ABOUT 330 DEGS AT THIS TIME. THE FO CALLED 'OUT OF 2000 FT FOR 3000 FT,' WHICH I ACKNOWLEDGED. I IMMEDIATELY INITIATED A ROLL REVERSAL FROM ABOUT 20 DEGS L BANK TO 40 DEGS R BANK, ALL THE WHILE TRYING TO KEEP THE RIDE SMOOTH AND NOT SCARE THE 8 PAX BEHIND ME. THE ACFT WAS ACCELERATING AND THE THROTTLES WERE STILL AT CLB THRUST SINCE THIS MANEUVER WAS REQUIRING BOTH HANDS. THE FO COULDN'T REDUCE PWR FOR ME BECAUSE I HAD INSTRUCTED HIM TO 'BUG' ME AROUND TO 030 DEGS -- SINCE THE FLT DIRECTOR COMMAND BARS WERE BANKED L AND THE ACFT WAS NOW BANKED R. BEFORE I ARRESTED THE CLB, THE ACFT HAD REACHED 3400 FT OR 3500 FT. WE WERE TURNING TOWARD 4000 FT TFC AND ALTHOUGH I DON'T REMEMBER HEARING IT, THE FO TOLD ME THAT WE GOT A TA ON THE TCASII. WE DID NOT GET AN RA. SHORTLY AFTER THIS, THE CTLR CALLED US AND ASKED US TO VERIFY LEVEL AT 3000 FT. BY THIS TIME WE WERE. THE FO ACKNOWLEDGED LEVEL AND THE CTLR CAME BACK AND EXPLAINED TO US THAT ANOTHER ACFT HAD DEPARTED A NEIGHBORING ARPT AND WAS REQUESTING HIS IFR CLRNC. THE CTLR RIGHTFULLY TURNED US AWAY FROM THIS ACFT WHILE HE SORTED OUT THE SIT. IT'S HARD TO IMAGINE THAT THE ACFT REQUESTING HIS IFR CLRNC WAS LEGAL SINCE WILLOW RUN WAS RPTING 700 FT OVCST AND 5 MI VISIBILITY, WHEN WE DEPARTED WE WERE SOLID IMC THROUGHOUT THIS OCCURRENCE. THIS IS MENTIONED ONLY TO CLARIFY THE FACTS AND NOT AS AN EXCUSE FOR THE ALTDEV. THE ACFT WAS ACCELERATING AND CLBING RAPIDLY, BUT THAT'S NO EXCUSE FOR NOT DOING A BETTER JOB. I WILL IN THE FUTURE.

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.