Narrative:

The takeoff from lax runway 25R was normal. The only difference was on the loop 4 departure from lax you have to cross the smo VOR 160 degree radial at or below 3000 ft and turn to 235 degrees. To do this; I did not follow the flight directors up and instead did a gradual climb. Note: the 3000 ft altitude restr would not have been an issue. Approaching the radial; departure control issued a climb to 15000 ft. The captain; PNF; asked if the 3000 ft altitude restr still applied. Departure control said no. The aircraft was now less than 1/10 mi from the smo 160 degree radial. The captain tried to erase the smo 160 degree radial restr; which erased the whole departure from the box. I started to fly the aircraft on a 235 degree heading and asked for '235 degree heading select.' the captain rebuilt the departure. Departure control then amended the climb to 5000 ft and a left turn direct lax VOR. Note: my HSI was in the closest scale and could not see the lax VOR on the map (behind aircraft). Approaching 5000 ft; departure control issued a climb to 6000 ft. The conversation inside the cockpit was about 'how does that look for direct lax VOR?' I looked at the airspeed which was slightly above 250 KTS. I thought that was weird. The aircraft had gone through 6000 ft and was now at 6400 ft (maximum 6600 ft). I returned the aircraft to the correct altitude without incident. I made the mistake not the captain; because I was the PF. The early use of the autoplt would have helped; because 2 pilots could have monitored the aircraft; and it would have helped reduce the PNF's workload.

Google
 

Original NASA ASRS Text

Title: B767 CREW EXCEEDS 250 KTS BELOW 10000 FT AND OVERSHOOTS ASSIGNED ALT ON DEP FROM LAX.

Narrative: THE TKOF FROM LAX RWY 25R WAS NORMAL. THE ONLY DIFFERENCE WAS ON THE LOOP 4 DEP FROM LAX YOU HAVE TO CROSS THE SMO VOR 160 DEG RADIAL AT OR BELOW 3000 FT AND TURN TO 235 DEGS. TO DO THIS; I DID NOT FOLLOW THE FLT DIRECTORS UP AND INSTEAD DID A GRADUAL CLB. NOTE: THE 3000 FT ALT RESTR WOULD NOT HAVE BEEN AN ISSUE. APCHING THE RADIAL; DEP CTL ISSUED A CLB TO 15000 FT. THE CAPT; PNF; ASKED IF THE 3000 FT ALT RESTR STILL APPLIED. DEP CTL SAID NO. THE ACFT WAS NOW LESS THAN 1/10 MI FROM THE SMO 160 DEG RADIAL. THE CAPT TRIED TO ERASE THE SMO 160 DEG RADIAL RESTR; WHICH ERASED THE WHOLE DEP FROM THE BOX. I STARTED TO FLY THE ACFT ON A 235 DEG HDG AND ASKED FOR '235 DEG HDG SELECT.' THE CAPT REBUILT THE DEP. DEP CTL THEN AMENDED THE CLB TO 5000 FT AND A L TURN DIRECT LAX VOR. NOTE: MY HSI WAS IN THE CLOSEST SCALE AND COULD NOT SEE THE LAX VOR ON THE MAP (BEHIND ACFT). APCHING 5000 FT; DEP CTL ISSUED A CLB TO 6000 FT. THE CONVERSATION INSIDE THE COCKPIT WAS ABOUT 'HOW DOES THAT LOOK FOR DIRECT LAX VOR?' I LOOKED AT THE AIRSPD WHICH WAS SLIGHTLY ABOVE 250 KTS. I THOUGHT THAT WAS WEIRD. THE ACFT HAD GONE THROUGH 6000 FT AND WAS NOW AT 6400 FT (MAX 6600 FT). I RETURNED THE ACFT TO THE CORRECT ALT WITHOUT INCIDENT. I MADE THE MISTAKE NOT THE CAPT; BECAUSE I WAS THE PF. THE EARLY USE OF THE AUTOPLT WOULD HAVE HELPED; BECAUSE 2 PLTS COULD HAVE MONITORED THE ACFT; AND IT WOULD HAVE HELPED REDUCE THE PNF'S WORKLOAD.

Data retrieved from NASA's ASRS site as of January 2009 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.