IFR corporate departure from oak failed to comply with 2000 ft crossing restriction on the skyline S...

Narrative:

We were assigned the skyline 3 departure off of runway 29 from oak with an initial climb to 10;000. On departure we were distracted and missed the level off at 2000 ft prior to the 4 mile fix. It was very low IMC and our first flight of the morning after a somewhat early show with a less than restful night of sleep. Multiple factors contributed to the event including failure to arm the VNAV function for FMS guidance for the crossing restriction and an ATC request immediately following takeoff (tops reports) in solid IMC which disturbed the pilot not flying flow affecting flap retraction; apr; yaw dampening; engine sync; and cabin air inflow. While being distracted by the lack of SOP/flow and pressurization spike I (pilot flying) soon realized that I was passing through the initial dp altitude and started correcting. At that time the pilot not flying was changing frequencies to departure control who was already summoning us and immediately cleared us to climb to 10;000 on a vector. He added that in the future we should recognize that there was a 2000 ft crossing restriction on that particular departure and nothing more was discussed. Suggestions even though we briefed the departure as a crew and reviewed it immediately before departure we failed to properly set the automation (VNAV) appropriately and also succumbed to distractions. For myself; I can say that I will not only double check but triple check configurations prior to departures when I know that I am tired. Additionally a tool for the crew could be to discuss a play by play routine for navigating off of a somewhat complex set of departure instructions even though the FMS navigation has been verified to be trusted. Being reminded that ATC can be a very realistic distraction and to comply with flows and SOP's prior to satisfying erroneous non safety related controller requests. Another approach to this departure would be to set hard altitudes into the altitude selector to stop the climb at 2000 ft rather than to use VNAV to navigate vertically... Ie; revert a step of the automation. Had this technique been considered the necessity to arm the VNAV for 'full' automation would have become immediately obvious.

Original NASA ASRS Text

Title: IFR Corporate departure from OAK failed to comply with 2000 FT crossing restriction on the Skyline SID; the flight crew failed to properly set the VNAV equipment.

Narrative: We were assigned the Skyline 3 departure off of Runway 29 from OAK with an initial climb to 10;000. On departure we were distracted and missed the level off at 2000 FT prior to the 4 mile fix. It was very low IMC and our first flight of the morning after a somewhat early show with a less than restful night of sleep. Multiple factors contributed to the event including failure to arm the VNAV function for FMS guidance for the crossing restriction and an ATC request immediately following takeoff (tops reports) in solid IMC which disturbed the pilot not flying flow affecting flap retraction; apr; yaw dampening; engine sync; and cabin air inflow. While being distracted by the lack of SOP/FLOW and pressurization spike I (pilot flying) soon realized that I was passing through the initial DP altitude and started correcting. At that time the pilot not flying was changing frequencies to Departure Control who was already summoning us and immediately cleared us to climb to 10;000 on a vector. He added that in the future we should recognize that there was a 2000 FT crossing restriction on that particular departure and nothing more was discussed. Suggestions even though we briefed the departure as a crew and reviewed it immediately before departure we failed to properly set the automation (VNAV) appropriately and also succumbed to distractions. For myself; I can say that I will not only double check but triple check configurations prior to departures when I know that I am tired. Additionally a tool for the crew could be to discuss a play by play routine for navigating off of a somewhat complex set of departure instructions even though the FMS navigation has been verified to be trusted. Being reminded that ATC can be a very realistic distraction and to comply with flows and SOP's prior to satisfying erroneous non safety related controller requests. Another approach to this departure would be to set hard altitudes into the Altitude Selector to stop the climb at 2000 FT rather than to use VNAV to navigate vertically... IE; revert a step of the automation. Had this technique been considered the necessity to arm the VNAV for 'full' automation would have become immediately obvious.

Data retrieved from NASA's ASRS site as of April 2012 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.

Attributes
ACN	874491
Time
Date	201002
Local Time Of Day	0601-1200
Place
Locale Reference	NCT.TRACON
State Reference	CA
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Make Model Name	Light Transport Low Wing 2 Turbojet Eng
Operating Under FAR Part	Part 91
Flight Phase	Climb Initial Climb
Route In Use	SID Skyline 3
Person 1
Function	Captain Pilot Flying
Qualification	Flight Crew Air Transport Pilot (ATP)
Events
Anomaly	Deviation - Altitude Overshoot Deviation - Altitude Crossing Restriction Not Met Deviation - Procedural Published Material / Policy

IFR corporate departure from oak failed to comply with 2000 ft crossing restriction on the skyline SID; the flight crew failed to properly set the VNAV equipment.