B737 crew, departing sna, overshot a SID altitude restr.

Attributes
ACN	533331
Time
Date	200112
Day	Fri
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : sna.airport
State Reference	CA
Altitude	msl single value : 7000
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : sct.tracon
Operator	common carrier : air carrier
Make Model Name	B737-700
Operating Under FAR Part	Part 121
Navigation In Use	other
Flight Phase	climbout : vacating altitude
Route In Use	departure : noise abatement
Flight Plan	IFR
Aircraft 2
Controlling Facilities	tracon : sct.tracon
Operator	common carrier : air carrier
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 121
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Experience	flight time last 90 days : 150 flight time type : 75
ASRS Report	533331
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	altitude deviation : overshoot conflict : airborne critical non adherence : clearance non adherence : company policies non adherence : published procedure
Independent Detector	atc equipment other atc equipment : radar aircraft equipment : tcas other controllera
Resolutory Action	controller : issued advisory controller : issued new clearance controller : separated traffic flight crew : became reoriented none taken : detected after the fact
Consequence	faa : reviewed incident with flight crew other
Supplementary
Problem Areas	Flight Crew Human Performance Airspace Structure Company
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

On the noise abatement departure from sna, at 6 DME, the captain instructed me to reconfigure the bleed valves. The departure requirements are very nonstandard, requiring bleeds off takeoff and flight directors off as well. While both of us were looking at the overhead, ATC said 'air carrier, I see you're already through 7000 ft. Aircraft #2, you have traffic at your 12 O'clock position.' aircraft #2 called 'traffic in sight.' shortly after the captain called the aircraft #2 insight, we received an RA. Since aircraft #2 called us in sight, there was no ATC deal and no further mention was made by departure. In IMC with the autoplt off, both pilots should not be concentrating on a non critical item. Aircraft does not emphasize sterile cockpit below 10000 ft. If standardization = safety, why do we perform a nonstandard noise abatement procedure? Especially in the most crowded GA airspace? Aircraft #2 saved our bacon by calling us in sight. Why does the procedure call for bleed reconfign at 6 DME instead of at 10000 ft?

Original NASA ASRS Text

Title: B737 CREW, DEPARTING SNA, OVERSHOT A SID ALT RESTR.

Narrative: ON THE NOISE ABATEMENT DEP FROM SNA, AT 6 DME, THE CAPT INSTRUCTED ME TO RECONFIGURE THE BLEED VALVES. THE DEP REQUIREMENTS ARE VERY NONSTANDARD, REQUIRING BLEEDS OFF TKOF AND FLT DIRECTORS OFF AS WELL. WHILE BOTH OF US WERE LOOKING AT THE OVERHEAD, ATC SAID 'ACR, I SEE YOU'RE ALREADY THROUGH 7000 FT. ACFT #2, YOU HAVE TFC AT YOUR 12 O'CLOCK POS.' ACFT #2 CALLED 'TFC IN SIGHT.' SHORTLY AFTER THE CAPT CALLED THE ACFT #2 INSIGHT, WE RECEIVED AN RA. SINCE ACFT #2 CALLED US IN SIGHT, THERE WAS NO ATC DEAL AND NO FURTHER MENTION WAS MADE BY DEP. IN IMC WITH THE AUTOPLT OFF, BOTH PLTS SHOULD NOT BE CONCENTRATING ON A NON CRITICAL ITEM. ACFT DOES NOT EMPHASIZE STERILE COCKPIT BELOW 10000 FT. IF STANDARDIZATION = SAFETY, WHY DO WE PERFORM A NONSTANDARD NOISE ABATEMENT PROC? ESPECIALLY IN THE MOST CROWDED GA AIRSPACE? ACFT #2 SAVED OUR BACON BY CALLING US IN SIGHT. WHY DOES THE PROC CALL FOR BLEED RECONFIGN AT 6 DME INSTEAD OF AT 10000 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.