CL6013A ACFT IN CLB TO 10000 FT ENCOUNTERED CLR AIR TURB JUST PRIOR TO LEVELOFF. AUTOPLT KICKED OFF AND ACFT WENT ABOVE ASSIGNED ALT INTERFERING WITH ANOTHER ACFT CREATING A LOSS OF SEPARATION.

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I WAS A PNF IN THE L SEAT OF A CANADAIR CHALLENGER 601/3A THAT HAD AN ALT OVERSHOOT AT 10000 FT MSL ON DEP OUT OF DTW. THE FOLLOWING SERIES OF EVENTS OCCURRED: 1) WE WERE LEVEL AT 7000 FT MSL IN MOSTLY LIGHT TURB FROM THE START OF THE FLT. 2) DTW DEP CLRED US TO 10000 FT MSL. ON THE READBACK I SAID 12000 FT MSL AND WAS CORRECTED BY ATC. I ACKNOWLEDGED THE 10000 FT MSL AND SET 10000 FT MSL IN THE ALT PRESELECT. 3) THE PF IN THE R SEAT HAD THE ACFT ON AUTOPLT AND INITIATED A CLB ON THE AUTOPLT TO 10000 FT MSL. 4) WE WERE JUST PRIOR TO OUR LEVELOUT AT 10000 FT MSL WHEN WE EXPERIENCED A MODERATE JOLT ON THE CTL YOKE FROM CLR AIR TURB. THE AUTOPLT DISENGAGED AS WE WERE IN A PITCH UP CLB. 5) THE PF TOOK OVER FLYING MANUALLY AND MADE A SMOOTH RECOVERY. AT THE SAME TIME; A BRIEF SLOW RESOLUTION DSCNT CALLOUT OCCURRED LASTING NO MORE THAN A FEW SECONDS. WE OBSERVED THE ALTIMETER PASSING THROUGH 10300 FT MSL ON THE RECOVERY AND FEEL WE COULD HAVE GOTTEN AS HIGH AS 10500 FT; BUT WE ARE NOT POSITIVE OF THIS. THE RA WE OBSERVED ON THE TCASII FROM WHAT WE COULD DETERMINE WAS FROM AN ACFT OUTSIDE OF OUR 3 MI CIRCLE; AT OUR 2-3 O'CLOCK POS; AT 11000 FT MSL. THE TFC WAS EITHER FLYING PARALLEL TO US OR AWAY FROM US. THERE WAS NO TIME DURING THIS PERIOD THAT WE OBSERVED ANY TFC WITHIN OUR TCASII 3 MI CIRCLE. WE WERE VMC AT THIS TIME AND DIDN'T OBSERVE ANY TFC OUTSIDE VISUALLY. 6) I ACKNOWLEDGED TO ATC THAT WE WERE GETTING OUR PLANE UNDER CTL AND LEVELING AT 10000 FT MSL. THE CTLR ACKNOWLEDGED US LEVELING AT 10000 FT MSL. HE IMMEDIATELY GAVE US A CLB TO A HIGHER ALT WITH A FREQ CHANGE AND SAID GOOD DAY. 7) DTW MEANWHILE HAD GOTTEN A TCASII RA FEEDBACK FROM A SAAB COMMUTER ACFT THAT WAS ON ANOTHER FREQ. I BELIEVE THEY CORRELATED THIS TO BE THE ACFT THAT WE OBSERVED AT OUR 2- 3 O'CLOCK POS AT GREATER THAN 3 MI TO US; AT 11000 FT MSL. DTW FORWARDED A MESSAGE TO US THROUGH ZOB TO CALL. 8) DTW DEP ADVISED ME OF THE SAAB COMMUTER RESOLUTION ALERT RPT. I TOLD THE DTW SUPVR OF OUR INTENTION TO LEVEL AT 10000 FT MSL; UNTIL THE ACFT WAS DISTURBED FROM ITS FLT BY TURB. HE DIDN'T INDICATE THAT ANYTHING SERIOUS HAD HAPPENED; OTHER THAN HE INTENDED TO FILE A RPT WITH THE ENFORCEMENT AUTHS. I ADVISED HIM THAT I WOULD FILE A NASA RPT. 9) THE HUMAN FACTORS INVOLVED AT THE TIME WERE NORMAL COCKPIT DUTIES. WE CAN'T PINPOINT IF IT WAS TURB OR THE YOKE MOVEMENT THAT CAUSED AUTOPLT DISCONNECT. 10) I AM PERSONALLY GLAD THAT THERE WAS NO MORE DEV FROM OUR FLT PATH THAN OCCURRED. I THANK YOU FOR YOUR TIME IN HANDLING THIS RPT.