Narrative:

The weather at departure was clear (no ceiling and unlimited visibilities; temperature 18 C; light winds). Our initial clearance was to turn left to 090 and climb to 4;000 ft. The copilot was hand flying the aircraft from the right seat. At an estimated altitude of 1;000 ft; the tower advised us to contact TRACON on the assigned frequency. Upon immediately contacting TRACON; we were cleared to 6;000 ft in a left turn to 090. As we approached 6;000 ft; TRACON advised that there was VFR traffic at our 2 O'clock position descending (I can't recall what altitude the traffic was descending; but know the traffic was at a higher altitude). I began a scan of the horizon trying to locate the aircraft while trying to determine if the copilot was preparing for level off at 6;000 ft. At the same time; the copilot was also searching the horizon for the VFR traffic. Within seconds of our last transmission with ATC regarding the traffic; we must have climbed through 6;000 ft. TRACON then immediately issued a clearance to 7;000 ft. During these seconds; the climb rate was in excess of +2;000 ft/min. Several seconds later we received a TCAS RA alert commanding an immediate descent. I notified TRACON of the RA and at approximately 7;200 ft I assisted the copilot by immediately reducing power and 'pushed' the aircraft over into a shallow descent. By 6;800 ft; the RA canceled and TRACON issued a new clearance to direct rbl; climb to 13;000 ft. It should be noted that the TRACON controller did comment on the 6;000 ft excursion and the lack of level off at 7;000 ft indicating that was why we received the RA. We were subsequently advised to contact the next controller. After discussing the event with my copilot; we determined several cockpit 'break downs' that led to the problems we experienced: it is critical that the pilot flying remain diligent in flying the aircraft especially when hand flying the aircraft. When operating in busy terminal areas with a variety of aircraft operations; the autopilot should be used to assist in managing the aircraft flight profile while providing both pilots the ability to see and avoid traffic. When the '1;000 ft' call is made prior [to] an assigned altitude; it is critical that the pilot flying maintain a high level of awareness to the aircraft's flight performance. ATC clearances which are complicated and require multiply turns and altitudes should be flown with the autopilot on which provides the pilots the ability to see and avoid traffic while managing the aircraft flight profile.

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Original NASA ASRS Text

Title: A BAe 125-800 Captain reported a CRM breakdown after departing a busy airport when they became very distracted looking for reported traffic and failed to level off at the assigned altitude which caused a TCAS RA descent.

Narrative: The weather at departure was clear (no ceiling and unlimited visibilities; temperature 18 C; light winds). Our initial clearance was to turn left to 090 and climb to 4;000 FT. The Copilot was hand flying the aircraft from the right seat. At an estimated altitude of 1;000 FT; the Tower advised us to contact TRACON on the assigned frequency. Upon immediately contacting TRACON; we were cleared to 6;000 FT in a left turn to 090. As we approached 6;000 FT; TRACON advised that there was VFR traffic at our 2 O'clock position descending (I can't recall what altitude the traffic was descending; but know the traffic was at a higher altitude). I began a scan of the horizon trying to locate the aircraft while trying to determine if the Copilot was preparing for level off at 6;000 FT. At the same time; the Copilot was also searching the horizon for the VFR traffic. Within seconds of our last transmission with ATC regarding the traffic; we must have climbed through 6;000 FT. TRACON then immediately issued a clearance to 7;000 FT. During these seconds; the climb rate was in excess of +2;000 FT/min. Several seconds later we received a TCAS RA alert commanding an immediate descent. I notified TRACON of the RA and at approximately 7;200 FT I assisted the Copilot by immediately reducing power and 'pushed' the aircraft over into a shallow descent. By 6;800 FT; the RA canceled and TRACON issued a new clearance to direct RBL; climb to 13;000 FT. It should be noted that the TRACON Controller did comment on the 6;000 FT excursion and the lack of level off at 7;000 FT indicating that was why we received the RA. We were subsequently advised to contact the next Controller. After discussing the event with my Copilot; we determined several cockpit 'break downs' that led to the problems we experienced: It is critical that the pilot flying remain diligent in flying the aircraft especially when hand flying the aircraft. When operating in busy terminal areas with a variety of aircraft operations; the autopilot should be used to assist in managing the aircraft flight profile while providing both pilots the ability to see and avoid traffic. When the '1;000 FT' call is made prior [to] an assigned altitude; it is critical that the pilot flying maintain a high level of awareness to the aircraft's flight performance. ATC clearances which are complicated and require multiply turns and altitudes should be flown with the autopilot on which provides the pilots the ability to see and avoid traffic while managing the aircraft flight profile.

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.