Narrative:

A heavy (ferry flight) took off from san antonio airport from runway 12R, in VMC. I was first officer performing radio communication and the captain was the PF. After takeoff, we were switched over to departure frequency and reclred to climb to 13000 ft. During climb, while flaps and slats were retracted, the kruger flap light was still flashing, indicating disagreement between the flap/slat handle and kruger flap position. Flight engineer had the abnormal checklist ready and I began working with him through the checklist. We also reached 12000 ft and I called 1000 ft to level off, and again tried to finish the checklist. After a few seconds, I heard altitude alert sound and realized that captain had overshot the assigned flight altitude. I immediately informed the captain and he also corrected the flight altitude immediately back to 13000 ft. The airplane was very light and in climb thrust power setting. I believe if the captain had enough experience on left or even right seat of a heavy transport jet, this would have never happened. I never heard any instruction from this captain, he never talked to us regarding crew members course of duty, specifically who would fly the airplane and who should take care of abnormal checklist with the flight engineer. Supplemental information from acn 319340: we were ferrying an aircraft that had been sitting for several months. Several failures occurred at the same time including a momentary failure of the captain's side VOR/HSI and kruger flaps would not retract. In the confusion, I failed to level off, and we went to 13800 ft.

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Original NASA ASRS Text

Title: ACFT EQUIP PROB DISTRACTED A FLC FROM FLYING THE AIRPLANE. ALTDEV ALT OVERSHOT.

Narrative: A HVY (FERRY FLT) TOOK OFF FROM SAN ANTONIO ARPT FROM RWY 12R, IN VMC. I WAS FO PERFORMING RADIO COM AND THE CAPT WAS THE PF. AFTER TKOF, WE WERE SWITCHED OVER TO DEP FREQ AND RECLRED TO CLB TO 13000 FT. DURING CLB, WHILE FLAPS AND SLATS WERE RETRACTED, THE KRUGER FLAP LIGHT WAS STILL FLASHING, INDICATING DISAGREEMENT BTWN THE FLAP/SLAT HANDLE AND KRUGER FLAP POS. FE HAD THE ABNORMAL CHKLIST READY AND I BEGAN WORKING WITH HIM THROUGH THE CHKLIST. WE ALSO REACHED 12000 FT AND I CALLED 1000 FT TO LEVEL OFF, AND AGAIN TRIED TO FINISH THE CHKLIST. AFTER A FEW SECONDS, I HEARD ALT ALERT SOUND AND REALIZED THAT CAPT HAD OVERSHOT THE ASSIGNED FLT ALT. I IMMEDIATELY INFORMED THE CAPT AND HE ALSO CORRECTED THE FLT ALT IMMEDIATELY BACK TO 13000 FT. THE AIRPLANE WAS VERY LIGHT AND IN CLB THRUST PWR SETTING. I BELIEVE IF THE CAPT HAD ENOUGH EXPERIENCE ON L OR EVEN R SEAT OF A HVY TRANSPORT JET, THIS WOULD HAVE NEVER HAPPENED. I NEVER HEARD ANY INSTRUCTION FROM THIS CAPT, HE NEVER TALKED TO US REGARDING CREW MEMBERS COURSE OF DUTY, SPECIFICALLY WHO WOULD FLY THE AIRPLANE AND WHO SHOULD TAKE CARE OF ABNORMAL CHKLIST WITH THE FE. SUPPLEMENTAL INFO FROM ACN 319340: WE WERE FERRYING AN ACFT THAT HAD BEEN SITTING FOR SEVERAL MONTHS. SEVERAL FAILURES OCCURRED AT THE SAME TIME INCLUDING A MOMENTARY FAILURE OF THE CAPT'S SIDE VOR/HSI AND KRUGER FLAPS WOULD NOT RETRACT. IN THE CONFUSION, I FAILED TO LEVEL OFF, AND WE WENT TO 13800 FT.

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.