An altitude deviation on climb out caused less than standard separation.

Attributes
ACN	313830
Time
Date	199508
Day	Mon
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : dfw
State Reference	TX
Altitude	msl bound lower : 10000 msl bound upper : 10400
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : dfw
Operator	common carrier : air carrier
Make Model Name	MD-80 Super 80
Operating Under FAR Part	Part 121
Navigation In Use	Other
Flight Phase	climbout : intermediate altitude
Route In Use	departure other departure sid : sid enroute other
Flight Plan	IFR
Aircraft 2
Operator	common carrier : air carrier
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Flight Phase	cruise other
Route In Use	arrival other arrival star : star
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : commercial pilot : instrument
ASRS Report	313830
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
ASRS Report	313829
Events
Anomaly	altitude deviation : overshoot conflict : airborne less severe non adherence : clearance non adherence : required legal separation
Independent Detector	aircraft equipment other aircraft equipment : unspecified other controllera other flight crewa
Resolutory Action	flight crew : became reoriented flight crew : returned to intended course or assigned course other
Consequence	faa : reviewed incident with flight crew
Miss Distance	vertical : 750
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Climbing out on the worth 5 departure passing approximately 9000 ft MSL, we received a 'reduce climb' RA. We had numerous targets showing within the 10 mi range with a red target within 3 mi at our 11 O'clock position traveling in the opposite direction. The captain was flying and we both were looking out to make sure we had the suspect aircraft in sight. I glanced in and noticed another red target within approximately 3 mi at our 1 O'clock, same altitude, coming at us. I looked out and spotted the plane heading straight over us at approximately 2-3 mi. Just about that time, we received an altitude alert passing approximately 10250 ft MSL. The captain corrected to level flight, reaching approximately 10400 ft MSL momentarily. Center then asked us if we were stopping our climb at 10000 ft because we had traffic at 11 O'clock. Also, just before all this occurred, we had been given several other traffic callouts, so we were busy looking out. Although we did bust the altitude, I feel the attention diverted outside was necessary because of the closeness of these 2 airplanes. I have never been so close to multiple airplanes on departure before. I guess one might say the solution would be to pay better attention, but I really don't feel we were negligent based on the situation. We were paying attention, but there seemed to be planes too close so our attns needed to be diverted outside at that moment. Conditions were day and clear.

Original NASA ASRS Text

Title: AN ALTDEV ON CLBOUT CAUSED LTSS.

Narrative: CLBING OUT ON THE WORTH 5 DEP PASSING APPROX 9000 FT MSL, WE RECEIVED A 'REDUCE CLB' RA. WE HAD NUMEROUS TARGETS SHOWING WITHIN THE 10 MI RANGE WITH A RED TARGET WITHIN 3 MI AT OUR 11 O'CLOCK POS TRAVELING IN THE OPPOSITE DIRECTION. THE CAPT WAS FLYING AND WE BOTH WERE LOOKING OUT TO MAKE SURE WE HAD THE SUSPECT ACFT IN SIGHT. I GLANCED IN AND NOTICED ANOTHER RED TARGET WITHIN APPROX 3 MI AT OUR 1 O'CLOCK, SAME ALT, COMING AT US. I LOOKED OUT AND SPOTTED THE PLANE HEADING STRAIGHT OVER US AT APPROX 2-3 MI. JUST ABOUT THAT TIME, WE RECEIVED AN ALT ALERT PASSING APPROX 10250 FT MSL. THE CAPT CORRECTED TO LEVEL FLT, REACHING APPROX 10400 FT MSL MOMENTARILY. CTR THEN ASKED US IF WE WERE STOPPING OUR CLB AT 10000 FT BECAUSE WE HAD TFC AT 11 O'CLOCK. ALSO, JUST BEFORE ALL THIS OCCURRED, WE HAD BEEN GIVEN SEVERAL OTHER TFC CALLOUTS, SO WE WERE BUSY LOOKING OUT. ALTHOUGH WE DID BUST THE ALT, I FEEL THE ATTN DIVERTED OUTSIDE WAS NECESSARY BECAUSE OF THE CLOSENESS OF THESE 2 AIRPLANES. I HAVE NEVER BEEN SO CLOSE TO MULTIPLE AIRPLANES ON DEP BEFORE. I GUESS ONE MIGHT SAY THE SOLUTION WOULD BE TO PAY BETTER ATTN, BUT I REALLY DON'T FEEL WE WERE NEGLIGENT BASED ON THE SIT. WE WERE PAYING ATTN, BUT THERE SEEMED TO BE PLANES TOO CLOSE SO OUR ATTNS NEEDED TO BE DIVERTED OUTSIDE AT THAT MOMENT. CONDITIONS WERE DAY AND CLR.

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.