Commuter light transport altitude deviation overshot.

Attributes
ACN	104241
Time
Date	198902
Day	Wed
Local Time Of Day	1201 To 1800
Place
Locale Reference	atc facility : clt
State Reference	NC
Altitude	msl bound lower : 4000 msl bound upper : 4700
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : clt
Operator	common carrier : air carrier
Make Model Name	Light Transport, High Wing, 2 Turboprop Eng
Flight Phase	climbout : intermediate altitude
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Experience	flight time last 90 days : 240 flight time total : 2300 flight time type : 1100
ASRS Report	104241
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	altitude deviation : overshoot non adherence : clearance
Independent Detector	other flight crewa
Resolutory Action	controller : issued new clearance flight crew : returned to intended course or assigned course
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Problem arose after '1000 to go' and '500 to go' altitude calls, when the captain asked me (PNF) to look up and aft for other traffic climbing out above and behind us. It was no factor. I missed the '100 to go' altitude call. When I looked back at instrument panel, we were at 4700' MSL, 4000' was assigned. I shut off transponder. Captain dived aircraft. After captain began diving back for 4000 from 4700', clt departure came back and cleared us to 8000' MSL. I turned the transponder back on (#2). We had been operating on #2 transponder as standard operating procedure. After we began normal climb to 8000', the captain switched #2 on and off until clt departure questioned our altitude. He then switched back and forth between #1 and #2 xponders, questioning departure as to their operation. It was determined that #1 transponder was inoperative even though we were using #2 during the altitude bust. The captain called maintenance on the company frequency and wrote up the transponder when we got back to clt. I learned several lessons from this.

Original NASA ASRS Text

Title: COMMUTER LTT ALT DEVIATION OVERSHOT.

Narrative: PROB AROSE AFTER '1000 TO GO' AND '500 TO GO' ALT CALLS, WHEN THE CAPT ASKED ME (PNF) TO LOOK UP AND AFT FOR OTHER TFC CLBING OUT ABOVE AND BEHIND US. IT WAS NO FACTOR. I MISSED THE '100 TO GO' ALT CALL. WHEN I LOOKED BACK AT INSTRUMENT PANEL, WE WERE AT 4700' MSL, 4000' WAS ASSIGNED. I SHUT OFF XPONDER. CAPT DIVED ACFT. AFTER CAPT BEGAN DIVING BACK FOR 4000 FROM 4700', CLT DEP CAME BACK AND CLRED US TO 8000' MSL. I TURNED THE XPONDER BACK ON (#2). WE HAD BEEN OPERATING ON #2 XPONDER AS STANDARD OPERATING PROC. AFTER WE BEGAN NORMAL CLB TO 8000', THE CAPT SWITCHED #2 ON AND OFF UNTIL CLT DEP QUESTIONED OUR ALT. HE THEN SWITCHED BACK AND FORTH BTWN #1 AND #2 XPONDERS, QUESTIONING DEP AS TO THEIR OPERATION. IT WAS DETERMINED THAT #1 XPONDER WAS INOP EVEN THOUGH WE WERE USING #2 DURING THE ALT BUST. THE CAPT CALLED MAINT ON THE COMPANY FREQ AND WROTE UP THE XPONDER WHEN WE GOT BACK TO CLT. I LEARNED SEVERAL LESSONS FROM THIS.

Data retrieved from NASA's ASRS site as of August 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.