Narrative:

On taxi out, I noticed that there appeared to be a thunderstorm in progress to the north. I asked the first officer's if they had seen the lightning and they said no. A few mins later, they concurred, that the lightning was to the north, right in the path of the amoga 9A departure. Cdg tower didn't say a word about the WX, so we thought that maybe the cells were to the east of our departure line to amoga intersection. I turned my radar on while waiting for our takeoff clearance. After tilting the radar to overcome ground obstacles, I observed many red returns, even in areas of non serious WX. I figured that some of the radar returns were ground clutter and that we could evaluate the situation better if we looked at the picture immediately after takeoff, since many aircraft had departed ahead of us. As we were given a 'line up and wait' clearance, I had time to evaluate the whole picture and determined that the WX was indeed in the way of an aomga 9A departure track. Still no comment from the tower. Upon becoming airborne, I asked the first officer for a request for a 280 degree heading for WX, and had a clearance given previously for a climb to 10000 ft. After a delay due to frequency congestion, first officer was able to obtain the heading as requested. Still no comment about WX from the controllers. I noticed a red return to the right of course, with our heading projected to miss the return. The aircraft encountered heavy rain, with light to moderate turbulence. After about 1 min, we saw a lightning flash and heard the immediate, dull 'thud' sound -- either caused by the sound of the strike or the sound of it contacting the aircraft. The aircraft didn't skip a beat, so to speak, so we didn't think that the aircraft was hit. Quite the distraction, as the 3 of us climbed to 10000 ft. As I leveled off around 9800 ft, the controller said 'check your altitude,' changing the barometer setting from 29.45 to 29.92, immediately losing 300 ft to level at 10000 ft. No mention of the discrepancy from the controller, and since I caught the mistake within 300 ft, I figured there was no altitude bust. How 3 pilots missed such a simple step is beyond me. The main reason for filing this report is to show that, no matter how many times you have done something in the past, there is always a chance of missing something. With a team concept, it is unforgivable that something like this could happen. Someone should have caught the mistake. All 3 of us learned by our mistake, and I have incorporated a 1500 ft check of altimeters -- when I chime the flight attendants on departure. I will automatically scan to the altimeter, barometer setting, if we are cleared above the transition level. I still am upset with the controllers regarding the lack of communication concerning the WX. How could a clearance be given for a departure that was tracking through a thunderstorm? That needs to be fixed immediately.

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Original NASA ASRS Text

Title: OVERSHOOT OF THE ASSIGNED 10000 FT DURING DEP CLB FROM LFPG IS NOTED BY THE CTLR. QNE HAD NOT BEEN SET AT TRANSITION ALT. WX IN DEP AREA PROVIDED THE DISTR FOR ALL CREW MEMBERS TO MISS THE REQUIRED ALTIMETER SETTING CHANGE.

Narrative: ON TAXI OUT, I NOTICED THAT THERE APPEARED TO BE A TSTM IN PROGRESS TO THE N. I ASKED THE FO'S IF THEY HAD SEEN THE LIGHTNING AND THEY SAID NO. A FEW MINS LATER, THEY CONCURRED, THAT THE LIGHTNING WAS TO THE N, RIGHT IN THE PATH OF THE AMOGA 9A DEP. CDG TWR DIDN'T SAY A WORD ABOUT THE WX, SO WE THOUGHT THAT MAYBE THE CELLS WERE TO THE E OF OUR DEP LINE TO AMOGA INTXN. I TURNED MY RADAR ON WHILE WAITING FOR OUR TKOF CLRNC. AFTER TILTING THE RADAR TO OVERCOME GND OBSTACLES, I OBSERVED MANY RED RETURNS, EVEN IN AREAS OF NON SERIOUS WX. I FIGURED THAT SOME OF THE RADAR RETURNS WERE GND CLUTTER AND THAT WE COULD EVALUATE THE SIT BETTER IF WE LOOKED AT THE PICTURE IMMEDIATELY AFTER TKOF, SINCE MANY ACFT HAD DEPARTED AHEAD OF US. AS WE WERE GIVEN A 'LINE UP AND WAIT' CLRNC, I HAD TIME TO EVALUATE THE WHOLE PICTURE AND DETERMINED THAT THE WX WAS INDEED IN THE WAY OF AN AOMGA 9A DEP TRACK. STILL NO COMMENT FROM THE TWR. UPON BECOMING AIRBORNE, I ASKED THE FO FOR A REQUEST FOR A 280 DEG HDG FOR WX, AND HAD A CLRNC GIVEN PREVIOUSLY FOR A CLB TO 10000 FT. AFTER A DELAY DUE TO FREQ CONGESTION, FO WAS ABLE TO OBTAIN THE HDG AS REQUESTED. STILL NO COMMENT ABOUT WX FROM THE CTLRS. I NOTICED A RED RETURN TO THE R OF COURSE, WITH OUR HDG PROJECTED TO MISS THE RETURN. THE ACFT ENCOUNTERED HVY RAIN, WITH LIGHT TO MODERATE TURB. AFTER ABOUT 1 MIN, WE SAW A LIGHTNING FLASH AND HEARD THE IMMEDIATE, DULL 'THUD' SOUND -- EITHER CAUSED BY THE SOUND OF THE STRIKE OR THE SOUND OF IT CONTACTING THE ACFT. THE ACFT DIDN'T SKIP A BEAT, SO TO SPEAK, SO WE DIDN'T THINK THAT THE ACFT WAS HIT. QUITE THE DISTR, AS THE 3 OF US CLBED TO 10000 FT. AS I LEVELED OFF AROUND 9800 FT, THE CTLR SAID 'CHK YOUR ALT,' CHANGING THE BAROMETER SETTING FROM 29.45 TO 29.92, IMMEDIATELY LOSING 300 FT TO LEVEL AT 10000 FT. NO MENTION OF THE DISCREPANCY FROM THE CTLR, AND SINCE I CAUGHT THE MISTAKE WITHIN 300 FT, I FIGURED THERE WAS NO ALT BUST. HOW 3 PLTS MISSED SUCH A SIMPLE STEP IS BEYOND ME. THE MAIN REASON FOR FILING THIS RPT IS TO SHOW THAT, NO MATTER HOW MANY TIMES YOU HAVE DONE SOMETHING IN THE PAST, THERE IS ALWAYS A CHANCE OF MISSING SOMETHING. WITH A TEAM CONCEPT, IT IS UNFORGIVABLE THAT SOMETHING LIKE THIS COULD HAPPEN. SOMEONE SHOULD HAVE CAUGHT THE MISTAKE. ALL 3 OF US LEARNED BY OUR MISTAKE, AND I HAVE INCORPORATED A 1500 FT CHK OF ALTIMETERS -- WHEN I CHIME THE FLT ATTENDANTS ON DEP. I WILL AUTOMATICALLY SCAN TO THE ALTIMETER, BAROMETER SETTING, IF WE ARE CLRED ABOVE THE TRANSITION LEVEL. I STILL AM UPSET WITH THE CTLRS REGARDING THE LACK OF COM CONCERNING THE WX. HOW COULD A CLRNC BE GIVEN FOR A DEP THAT WAS TRACKING THROUGH A TSTM? THAT NEEDS TO BE FIXED IMMEDIATELY.

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.