Narrative:

Received complete route revision just prior to pushback. Reloaded FMC after calling clearance delivery for full route clearance. Captain was PF. At 800 ft captain calls for flaps 1 and VNAV. I selected flaps 1, pressed 'flch' (B767-300) and dialed in 250 KTS since captain already at 242 KTS passing 1100 ft and calling for flaps up. Called out '1000 ft for 2000 ft' to captain and called departure control '1200 ft for 2000 ft.' wrong frequency. Dialed correct frequency.and gave captain flaps up. Then he called for 220 degree heading. Gave it to him then double checked everything and found 'flch' never took. Pressed flch again. Realized captain was passing 2500 ft at 4000 ft FPM. Leveled at 3000 ft called departure control and they cleared us to 13000 ft with no comment about altitude diversion. Because 767-300 has so much excess thrust and FMC/autothrottle computer is so slow to act. Most pilots click autothrottle off at 1000-1200 ft and reduce power by 1/2 which still yields 3000 FPM if aircraft is light. We screwed up several little things which resulted in large altitude error. Captain was flying flight director, not the airplane. Too many things happen on lax departure. 1) 800 ft: decrease pitch. 2) 1000 ft: flaps 1, VNAV. 3) 1200 ft: call departure control. 4) 1400 ft: turn left 220 degrees passing smo 160 degree radial. 5) 1600 ft: flaps up. 6) watch for traffic. 7) level at 2000 ft. Too many things happening in an aircraft climbing at 6000-7000 FPM until at least 1000 ft. Supplemental information from acn 272353: upon calling for appropriate climb thrust the wrong thrust was set due to miscom. Our attention was distraction by the resulting increase in airspeed. Power was reduced but the aircraft climbed through 2000 ft. Before we were able to react properly. Cockpit communication should have been cleared. That would have precluded the whole situation.

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Original NASA ASRS Text

Title: ALT BUST.

Narrative: RECEIVED COMPLETE RTE REVISION JUST PRIOR TO PUSHBACK. RELOADED FMC AFTER CALLING CLRNC DELIVERY FOR FULL RTE CLRNC. CAPT WAS PF. AT 800 FT CAPT CALLS FOR FLAPS 1 AND VNAV. I SELECTED FLAPS 1, PRESSED 'FLCH' (B767-300) AND DIALED IN 250 KTS SINCE CAPT ALREADY AT 242 KTS PASSING 1100 FT AND CALLING FOR FLAPS UP. CALLED OUT '1000 FT FOR 2000 FT' TO CAPT AND CALLED DEP CTL '1200 FT FOR 2000 FT.' WRONG FREQ. DIALED CORRECT FREQ.AND GAVE CAPT FLAPS UP. THEN HE CALLED FOR 220 DEG HDG. GAVE IT TO HIM THEN DOUBLE CHKED EVERYTHING AND FOUND 'FLCH' NEVER TOOK. PRESSED FLCH AGAIN. REALIZED CAPT WAS PASSING 2500 FT AT 4000 FT FPM. LEVELED AT 3000 FT CALLED DEP CTL AND THEY CLRED US TO 13000 FT WITH NO COMMENT ABOUT ALT DIVERSION. BECAUSE 767-300 HAS SO MUCH EXCESS THRUST AND FMC/AUTOTHROTTLE COMPUTER IS SO SLOW TO ACT. MOST PLTS CLICK AUTOTHROTTLE OFF AT 1000-1200 FT AND REDUCE PWR BY 1/2 WHICH STILL YIELDS 3000 FPM IF ACFT IS LIGHT. WE SCREWED UP SEVERAL LITTLE THINGS WHICH RESULTED IN LARGE ALT ERROR. CAPT WAS FLYING FLT DIRECTOR, NOT THE AIRPLANE. TOO MANY THINGS HAPPEN ON LAX DEP. 1) 800 FT: DECREASE PITCH. 2) 1000 FT: FLAPS 1, VNAV. 3) 1200 FT: CALL DEP CTL. 4) 1400 FT: TURN L 220 DEGS PASSING SMO 160 DEG RADIAL. 5) 1600 FT: FLAPS UP. 6) WATCH FOR TFC. 7) LEVEL AT 2000 FT. TOO MANY THINGS HAPPENING IN AN ACFT CLBING AT 6000-7000 FPM UNTIL AT LEAST 1000 FT. SUPPLEMENTAL INFO FROM ACN 272353: UPON CALLING FOR APPROPRIATE CLB THRUST THE WRONG THRUST WAS SET DUE TO MISCOM. OUR ATTN WAS DISTR BY THE RESULTING INCREASE IN AIRSPD. PWR WAS REDUCED BUT THE ACFT CLBED THROUGH 2000 FT. BEFORE WE WERE ABLE TO REACT PROPERLY. COCKPIT COM SHOULD HAVE BEEN CLRED. THAT WOULD HAVE PRECLUDED THE WHOLE SIT.

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.