Narrative:

Air carrier X shipped to next sector level at FL200. Other clrncs given to other aircraft. Discussion of situation solutions between trainer and trainee. Cpr Y checks on frequency leveling at FL190. Y was given climb to FL240 and on course. The error of the clearance was immediately realized while the pilot was giving the readback. Even though the pilot was told to disregard the clearance immediately after his readback due to the high performance type aircraft (G-4) and that he was still in a partial climb mode he was unable to stay level at FL190 and climbed to 19400 ft. A contributing factor may have been that we had just signed onto the sector a complete picture of the traffic situation had not occurred. If the relieved controller were to hand around and ensure comfortability with the sector that extra set of eyes may have helped. We couldn't have caught the error any sooner. Supplemental information from acn 276063: I was training a controller at a sector he didn't have. We only had 2 aircraft on the frequency. He climbed one aircraft through another. That aircraft, a G4, was very high performing and even though the error was caught by me right away, the correction was too late. If I had been in the override jack, maybe I could have stopped it, but I'm not sure. I feel that it wouldn't have mattered and there was nothing I would have done differently.

Related reports:

Google
 

Original NASA ASRS Text

Title: ACR X CLB THROUGH OCCUPIED ALT HAD LTSS FROM ACR Y SYS ERROR.

Narrative: ACR X SHIPPED TO NEXT SECTOR LEVEL AT FL200. OTHER CLRNCS GIVEN TO OTHER ACFT. DISCUSSION OF SIT SOLUTIONS BTWN TRAINER AND TRAINEE. CPR Y CHKS ON FREQ LEVELING AT FL190. Y WAS GIVEN CLB TO FL240 AND ON COURSE. THE ERROR OF THE CLRNC WAS IMMEDIATELY REALIZED WHILE THE PLT WAS GIVING THE READBACK. EVEN THOUGH THE PLT WAS TOLD TO DISREGARD THE CLRNC IMMEDIATELY AFTER HIS READBACK DUE TO THE HIGH PERFORMANCE TYPE ACFT (G-4) AND THAT HE WAS STILL IN A PARTIAL CLB MODE HE WAS UNABLE TO STAY LEVEL AT FL190 AND CLBED TO 19400 FT. A CONTRIBUTING FACTOR MAY HAVE BEEN THAT WE HAD JUST SIGNED ONTO THE SECTOR A COMPLETE PICTURE OF THE TFC SIT HAD NOT OCCURRED. IF THE RELIEVED CTLR WERE TO HAND AROUND AND ENSURE COMFORTABILITY WITH THE SECTOR THAT EXTRA SET OF EYES MAY HAVE HELPED. WE COULDN'T HAVE CAUGHT THE ERROR ANY SOONER. SUPPLEMENTAL INFO FROM ACN 276063: I WAS TRAINING A CTLR AT A SECTOR HE DIDN'T HAVE. WE ONLY HAD 2 ACFT ON THE FREQ. HE CLBED ONE ACFT THROUGH ANOTHER. THAT ACFT, A G4, WAS VERY HIGH PERFORMING AND EVEN THOUGH THE ERROR WAS CAUGHT BY ME RIGHT AWAY, THE CORRECTION WAS TOO LATE. IF I HAD BEEN IN THE OVERRIDE JACK, MAYBE I COULD HAVE STOPPED IT, BUT I'M NOT SURE. I FEEL THAT IT WOULDN'T HAVE MATTERED AND THERE WAS NOTHING I WOULD HAVE DONE DIFFERENTLY.

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.