A319 flight crew exceeds airspeed and overshoots altitude on departure from mdw.

Attributes
ACN	561533
Time
Date	200209
Day	Mon
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : mdw.airport
State Reference	IL
Altitude	msl bound lower : 3000 msl bound upper : 3350
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : c90.tracon
Operator	common carrier : air carrier
Make Model Name	A319
Operating Under FAR Part	Part 121
Navigation In Use	other
Flight Phase	climbout : intermediate altitude
Route In Use	departure : on vectors
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : flight engineer pilot : atp pilot : multi engine
Experience	flight time last 90 days : 120 flight time total : 15000 flight time type : 900
ASRS Report	561533
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Events
Anomaly	altitude deviation : overshoot non adherence : clearance non adherence : far other anomaly
Independent Detector	other flight crewa other flight crewb
Resolutory Action	flight crew : became reoriented flight crew : overcame equipment problem flight crew : returned to assigned altitude
Supplementary
Problem Areas	Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Departed off mdw runway 31C at XA20 with normal departure clearance to turn right to a heading of 350 degrees, maintain 3000 ft, cleared for takeoff. This was my second departure out of mdw in the airbus. However, I have had numerous prior departures in EFIS equipped B737-300's. Company SOP is to select the climb detent with 'level climb' flashes on the pfd (approximately 1500 ft AGL) for a normal climb profile. My first departure out of mdw met all parameters. However, due to a high climb rate, 200 KT speed restr below the class B airspace, and a relatively low leveloff altitude, I was not happy with the drastic power reduction commanded by the autothrust system at leveloff due to many things coming together simultaneously. In an effort to make the climb profile smooth and less disconcerting for the passenger, I briefed the first officer on a technique I felt would accomplish my objective. I failed to include one very critical requirement necessary to make the procedure work. The brief went something like this:

Original NASA ASRS Text

Title: A319 FLC EXCEEDS AIRSPD AND OVERSHOOTS ALT ON DEP FROM MDW.

Narrative: DEPARTED OFF MDW RWY 31C AT XA20 WITH NORMAL DEP CLRNC TO TURN R TO A HDG OF 350 DEGS, MAINTAIN 3000 FT, CLRED FOR TKOF. THIS WAS MY SECOND DEP OUT OF MDW IN THE AIRBUS. HOWEVER, I HAVE HAD NUMEROUS PRIOR DEPS IN EFIS EQUIPPED B737-300'S. COMPANY SOP IS TO SELECT THE CLB DETENT WITH 'LEVEL CLB' FLASHES ON THE PFD (APPROX 1500 FT AGL) FOR A NORMAL CLB PROFILE. MY FIRST DEP OUT OF MDW MET ALL PARAMETERS. HOWEVER, DUE TO A HIGH CLB RATE, 200 KT SPD RESTR BELOW THE CLASS B AIRSPACE, AND A RELATIVELY LOW LEVELOFF ALT, I WAS NOT HAPPY WITH THE DRASTIC PWR REDUCTION COMMANDED BY THE AUTOTHRUST SYS AT LEVELOFF DUE TO MANY THINGS COMING TOGETHER SIMULTANEOUSLY. IN AN EFFORT TO MAKE THE CLB PROFILE SMOOTH AND LESS DISCONCERTING FOR THE PAX, I BRIEFED THE FO ON A TECHNIQUE I FELT WOULD ACCOMPLISH MY OBJECTIVE. I FAILED TO INCLUDE ONE VERY CRITICAL REQUIREMENT NECESSARY TO MAKE THE PROC WORK. THE BRIEF WENT SOMETHING LIKE THIS:

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.