Narrative:

Failure to level off at 8000 ft assigned altitude. Cause: task saturation -- both pilots' failure to recognize altitude warning horn approaching 8000 ft. Flew through assigned altitude at over 3000 FPM. Captain recognized this while passing through altitude. Shortly after, climb was stopped by 8500 ft and return to 8000 ft was accomplished as rapidly as conditions permitted. No known conflict occurred. Radar idented severe WX and we had to negotiate our departure heading request. Following departure, several WX deviations were necessary and required great negotiation with ATC. There was lots of cockpit conversation on plan of action and comfort level. Turbulence was steady, moderate, occasionally greater. The airplane was extremely light (8 passenger) and takeoff/climb thrust were maximum, therefore, climb rate was much greater than normal. Due to turbulence I was hand flying. What I would do different: unload flying duties by getting autoplt on. Everything else I believe we did to the best of our abilities and I think our decisions and actions were thought out, timely and appropriate. Allowing the autoplt to fly would have allowed us greater awareness of altitude and rate of climb vice attitude management.

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Original NASA ASRS Text

Title: AN ACR MLG PIC, HAND FLYING HIS ACFT, OVERSHOT THE ASSIGNED ALT OF 8000 FT AS HE WAS CLBING AT OVER 3000 FPM. RPTR CITES WX DISTR, ACFT PERFORMANCE AND TURB AS CAUSAL.

Narrative: FAILURE TO LEVEL OFF AT 8000 FT ASSIGNED ALT. CAUSE: TASK SATURATION -- BOTH PLTS' FAILURE TO RECOGNIZE ALT WARNING HORN APCHING 8000 FT. FLEW THROUGH ASSIGNED ALT AT OVER 3000 FPM. CAPT RECOGNIZED THIS WHILE PASSING THROUGH ALT. SHORTLY AFTER, CLB WAS STOPPED BY 8500 FT AND RETURN TO 8000 FT WAS ACCOMPLISHED AS RAPIDLY AS CONDITIONS PERMITTED. NO KNOWN CONFLICT OCCURRED. RADAR IDENTED SEVERE WX AND WE HAD TO NEGOTIATE OUR DEP HDG REQUEST. FOLLOWING DEP, SEVERAL WX DEVS WERE NECESSARY AND REQUIRED GREAT NEGOTIATION WITH ATC. THERE WAS LOTS OF COCKPIT CONVERSATION ON PLAN OF ACTION AND COMFORT LEVEL. TURB WAS STEADY, MODERATE, OCCASIONALLY GREATER. THE AIRPLANE WAS EXTREMELY LIGHT (8 PAX) AND TKOF/CLB THRUST WERE MAX, THEREFORE, CLB RATE WAS MUCH GREATER THAN NORMAL. DUE TO TURB I WAS HAND FLYING. WHAT I WOULD DO DIFFERENT: UNLOAD FLYING DUTIES BY GETTING AUTOPLT ON. EVERYTHING ELSE I BELIEVE WE DID TO THE BEST OF OUR ABILITIES AND I THINK OUR DECISIONS AND ACTIONS WERE THOUGHT OUT, TIMELY AND APPROPRIATE. ALLOWING THE AUTOPLT TO FLY WOULD HAVE ALLOWED US GREATER AWARENESS OF ALT AND RATE OF CLB VICE ATTITUDE MGMNT.

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.