Narrative:

After liftoff from fwa, discovered right propeller only developing 1000 RPM (normal should be approximately 1384). Had first officer tap gauge but nothing happened. I was intent on flying the aircraft while first officer dealt with problem. We did however, want to try to identify the cause in case an engine shutdown might be called for. Unfortunately, I allowed myself to become distraction and when I checked altitude, we were passing through 2600' (our assigned was 2500'). Stopped climb by 3000' and immediately descended back to 2500'. I was very upset with myself since I try to make good use of my resources and am very careful to make sure someone is flying the aircraft at all times. I allowed myself to get involved with the troubleshooting out of my concern for saving the engine. I only looked away for a few seconds and figured just a few would be ok. Unfortunately, due to cold temperatures outside, and our light weight, we were climbing at a very good rate. Unusual for our aircraft type, and we were only going to 2500' which is about the lowest initial altitude of anywhere we fly. I guess a few seconds may have been ok but with our rate of climb and low initial altitude, by divided attention for only those few seconds was enough. Even though our troubleshooting in this case, involved power changes on one engine to be made (something the PF should be involved with) I think increased situational awareness is a must. And in the future, if the problem requires my attention while I'm the PF, I'll turn over the controls to the first officer and only then will I deal with it.

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Original NASA ASRS Text

Title: ACR WITH ENGINE PROBLEM CLIMBS ABOVE ASSIGNED ALT.

Narrative: AFTER LIFTOFF FROM FWA, DISCOVERED R PROP ONLY DEVELOPING 1000 RPM (NORMAL SHOULD BE APPROX 1384). HAD F/O TAP GAUGE BUT NOTHING HAPPENED. I WAS INTENT ON FLYING THE ACFT WHILE F/O DEALT WITH PROB. WE DID HOWEVER, WANT TO TRY TO IDENT THE CAUSE IN CASE AN ENG SHUTDOWN MIGHT BE CALLED FOR. UNFORTUNATELY, I ALLOWED MYSELF TO BECOME DISTR AND WHEN I CHKED ALT, WE WERE PASSING THROUGH 2600' (OUR ASSIGNED WAS 2500'). STOPPED CLB BY 3000' AND IMMEDIATELY DSNDED BACK TO 2500'. I WAS VERY UPSET WITH MYSELF SINCE I TRY TO MAKE GOOD USE OF MY RESOURCES AND AM VERY CAREFUL TO MAKE SURE SOMEONE IS FLYING THE ACFT AT ALL TIMES. I ALLOWED MYSELF TO GET INVOLVED WITH THE TROUBLESHOOTING OUT OF MY CONCERN FOR SAVING THE ENG. I ONLY LOOKED AWAY FOR A FEW SECS AND FIGURED JUST A FEW WOULD BE OK. UNFORTUNATELY, DUE TO COLD TEMPS OUTSIDE, AND OUR LIGHT WEIGHT, WE WERE CLBING AT A VERY GOOD RATE. UNUSUAL FOR OUR ACFT TYPE, AND WE WERE ONLY GOING TO 2500' WHICH IS ABOUT THE LOWEST INITIAL ALT OF ANYWHERE WE FLY. I GUESS A FEW SECS MAY HAVE BEEN OK BUT WITH OUR RATE OF CLB AND LOW INITIAL ALT, BY DIVIDED ATTN FOR ONLY THOSE FEW SECS WAS ENOUGH. EVEN THOUGH OUR TROUBLESHOOTING IN THIS CASE, INVOLVED PWR CHANGES ON ONE ENG TO BE MADE (SOMETHING THE PF SHOULD BE INVOLVED WITH) I THINK INCREASED SITUATIONAL AWARENESS IS A MUST. AND IN THE FUTURE, IF THE PROB REQUIRES MY ATTN WHILE I'M THE PF, I'LL TURN OVER THE CTLS TO THE F/O AND ONLY THEN WILL I DEAL WITH IT.

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.