Bombardier global express crew had an altitude overshot after the crew did not set qne at the transi...

Attributes
ACN	599062
Time
Date	200311
Day	Wed
Local Time Of Day	1201 To 1800
Place
Locale Reference	navaid : ins.vor
State Reference	FO
Altitude	msl single value : 10000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : egpe.tower
Operator	general aviation : corporate
Make Model Name	Global Express
Operating Under FAR Part	Part 91
Navigation In Use	other
Flight Phase	climbout : intermediate altitude climbout : takeoff climbout : initial
Flight Plan	IFR
Person 1
Affiliation	company : corporate
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 50 flight time total : 10200 flight time type : 300
ASRS Report	599062
Person 2
Affiliation	company : corporate
Function	flight crew : first officer
Events
Anomaly	altitude deviation : overshoot non adherence : clearance non adherence : far non adherence : published procedure
Independent Detector	atc equipment other atc equipment : radar other controllera
Resolutory Action	controller : issued alert flight crew : returned to assigned altitude
Supplementary
Problem Areas	Flight Crew Human Performance Airspace Structure
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

We received our IFR clearance taxiing out to runway 24 at egpe (inverness, scotland). It stated that we were to climb out to FL100 and that we were cleared as filed. We were also given a current altimeter setting of 989 hecto-pascals. After takeoff we climbed at a very high rate of climb to FL100 at which time we were told to contact lossiemouth radar. When we checked in at FL100 we were asked what our altitude was, at which time we both realized that we had not switched our altimeters to 1013 hecto-pascals for flight level. Once we realized our error we started down to our correct altitude of FL100, we overshot by about 400-500 ft. The controller told us that we had busted our altitude. We asked the controller if there was any problem, and if we should talk to anyone. He said it would not be reported and bid us a good flight. I feel the contributing factors were 1) fatigue, the time change and lack of proper rest, ie, time change 5 hours united kingdom. 2) confusion as to when we should have switched our altimeters to 1013 hecto-pascals having been given 989 hecto-pascals on the ground and having been cleared to FL100, and not talking to anyone till xferred to lossiemouth radar. On the approach plate it read flight level by ATC, transition altitude 4000 ft, which we talked about afterward. Also, 3) not completing the after takeoff check before we reached FL100 which would have led us to transition level. I think that this might not have happened if 1) we were more familiar with the phraseology, and when we should have switched altimeter settings, 2) also being cleared to a flight level other than FL180 as we are used to in the united states of america, for some reason perhaps fatigue that switching altimeters did not click. We went back to the same airport egpe (inverness, scotland) and when we departed we were again cleared to a flight level (FL85) assigned by the tower/approach controller. After takeoff, we changed altimeters to 1013 going through 4000 ft MSL. I meant to ask the controller where we should change altimeters on climb but I forgot.

Original NASA ASRS Text

Title: BOMBARDIER GLOBAL EXPRESS CREW HAD AN ALT OVERSHOT AFTER THE CREW DID NOT SET QNE AT THE TRANSITION LEVEL. ATC DID NOT INFORM THE CREW WHAT THE TRANSITION LEVEL WAS, AND THE CREW DID NOT ASK.

Narrative: WE RECEIVED OUR IFR CLRNC TAXIING OUT TO RWY 24 AT EGPE (INVERNESS, SCOTLAND). IT STATED THAT WE WERE TO CLB OUT TO FL100 AND THAT WE WERE CLRED AS FILED. WE WERE ALSO GIVEN A CURRENT ALTIMETER SETTING OF 989 HECTO-PASCALS. AFTER TKOF WE CLBED AT A VERY HIGH RATE OF CLB TO FL100 AT WHICH TIME WE WERE TOLD TO CONTACT LOSSIEMOUTH RADAR. WHEN WE CHKED IN AT FL100 WE WERE ASKED WHAT OUR ALT WAS, AT WHICH TIME WE BOTH REALIZED THAT WE HAD NOT SWITCHED OUR ALTIMETERS TO 1013 HECTO-PASCALS FOR FLT LEVEL. ONCE WE REALIZED OUR ERROR WE STARTED DOWN TO OUR CORRECT ALT OF FL100, WE OVERSHOT BY ABOUT 400-500 FT. THE CTLR TOLD US THAT WE HAD BUSTED OUR ALT. WE ASKED THE CTLR IF THERE WAS ANY PROB, AND IF WE SHOULD TALK TO ANYONE. HE SAID IT WOULD NOT BE RPTED AND BID US A GOOD FLT. I FEEL THE CONTRIBUTING FACTORS WERE 1) FATIGUE, THE TIME CHANGE AND LACK OF PROPER REST, IE, TIME CHANGE 5 HRS UNITED KINGDOM. 2) CONFUSION AS TO WHEN WE SHOULD HAVE SWITCHED OUR ALTIMETERS TO 1013 HECTO-PASCALS HAVING BEEN GIVEN 989 HECTO-PASCALS ON THE GND AND HAVING BEEN CLRED TO FL100, AND NOT TALKING TO ANYONE TILL XFERRED TO LOSSIEMOUTH RADAR. ON THE APCH PLATE IT READ FLT LEVEL BY ATC, TRANSITION ALT 4000 FT, WHICH WE TALKED ABOUT AFTERWARD. ALSO, 3) NOT COMPLETING THE AFTER TKOF CHK BEFORE WE REACHED FL100 WHICH WOULD HAVE LED US TO TRANSITION LEVEL. I THINK THAT THIS MIGHT NOT HAVE HAPPENED IF 1) WE WERE MORE FAMILIAR WITH THE PHRASEOLOGY, AND WHEN WE SHOULD HAVE SWITCHED ALTIMETER SETTINGS, 2) ALSO BEING CLRED TO A FLT LEVEL OTHER THAN FL180 AS WE ARE USED TO IN THE UNITED STATES OF AMERICA, FOR SOME REASON PERHAPS FATIGUE THAT SWITCHING ALTIMETERS DID NOT CLICK. WE WENT BACK TO THE SAME ARPT EGPE (INVERNESS, SCOTLAND) AND WHEN WE DEPARTED WE WERE AGAIN CLRED TO A FLT LEVEL (FL85) ASSIGNED BY THE TWR/APCH CTLR. AFTER TKOF, WE CHANGED ALTIMETERS TO 1013 GOING THROUGH 4000 FT MSL. I MEANT TO ASK THE CTLR WHERE WE SHOULD CHANGE ALTIMETERS ON CLB BUT I FORGOT.

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.

Bombardier global express crew had an altitude overshot after the crew did not set qne at the transition level. ATC did not inform the crew what the transition level was, and the crew did not ask.