Narrative:

Received our clearance for runway heading to 2.0 then I believe a right turn to a heading of 220 and climb to 6000 ft. As we approached 6000 ft; the first officer flying inadvertently over shot the altitude by 300 ft. Departure had us verify our altimeter setting and asked us and asked us to verify our altitude. I said we were returning to 6000 ft. No traffic conflict occurred nor was any traffic observed on TCAS. This was my first trip to egll in years. I had received zero training for this trip other than being sent to a four hour thirty minute recurrent training course which covered virtually nothing for the north atlantic track flying or european flying. I have been flying domestic for over a year; and prior to that; flying the caribbean and latin america north for several years. Needless to say I felt a bit overwhelmed by it. Now we get to add one more item to the equation. The 767 we were flying had an instrument upgrade! This was the first time I had seen this configuration on the line. The only introduction I had had to it was during a sim check maybe two years ago! I realized that none of this is an excuse and I take full responsibility for failure to monitor the first officer properly. It will not happen again (I hope).

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Original NASA ASRS Text

Title: A B767 Captain reported that the First Officer overshot assigned altitude on takeoff from EGLL. He was overwhelmed alleging no relevant re-training prior to this trip was provided.

Narrative: Received our clearance for runway heading to 2.0 then I believe a right turn to a heading of 220 and climb to 6000 FT. As we approached 6000 FT; the First Officer flying inadvertently over shot the altitude by 300 FT. Departure had us verify our altimeter setting and asked us and asked us to verify our altitude. I said we were returning to 6000 FT. No traffic conflict occurred nor was any traffic observed on TCAS. This was my first trip to EGLL in years. I had received ZERO training for this trip other than being sent to a four hour thirty minute recurrent training course which covered virtually nothing for the North Atlantic Track flying or European flying. I have been flying domestic for over a year; and prior to that; flying the Caribbean and Latin America north for several years. Needless to say I felt a bit overwhelmed by it. Now we get to add one more item to the equation. The 767 we were flying had an instrument upgrade! This was the first time I had seen this configuration on the line. The only introduction I had had to it was during a SIM check maybe two years ago! I realized that none of this is an excuse and I take full responsibility for failure to monitor the First Officer properly. It will not happen again (I hope).

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.