C560 FLT CREWHANDLED BY ZDC EXPERIENCES 2 ALTDEVS DURING CLBOUT.

Narrative

WE WERE BEING HANDLED BY ZDC ATC. DURING THE FLT; WE EXPERIENCED 2 ACCIDENTAL ALTDEVS. PRECEDING THE FIRST INCIDENT; WE WERE GIVEN AN UNUSUALLY HIGH NUMBER OF 'CLB AND MAINTAIN' INSTRUCTIONS THAT CHANGED OUR ALT BY ONLY 1000 FT AT A TIME. ALSO; THERE WERE A HIGH NUMBER OF INSTRUCTIONS FOR WAYPOINT CHANGES; DIRECTING US TO FLY 'DIRECT TO XYZ' WAYPOINT. THIS REQUIRED A HIGH NUMBER OF FMS KEYBOARD ENTRY CHANGES IN A SHORT AMOUNT OF TIME. ALSO; AT THE TIME; WE WERE HAVING DIFFICULTY ENTERING NAV WAYPOINT DATA IN THE FMS COMPUTER. THIS WAS A DISTR TO BOTH CREW MEMBERS. NORMALLY; THE FMS DATA ENTRY FUNCTION IS A COPLT DUTY; SO THE PIC CAN BE FOCUSED ON FLYING THE ACFT. DURING THIS TIME; THE PIC WAS PERFORMING THE DATA ENTRY AND; THEREFORE; WAS HEADS DOWN AND NOT FOCUSED ON THE PRIMARY FUNCTION OF FLYING THE ACFT. WE WERE ASKED BY ATC TO CLB AND MAINTAIN 14000 FT. AS THE COPLT; I SET '14000 FT' IN THE ALT ALERTER AND SET THE 'ARM' BUTTON ON THE AUTOPLT ALT HOLD FEATURE; CALLING OUT '14000 FT; SET AND ARMED.' FOR SOME UNKNOWN REASON; THE ALT ARM FEATURE OF THE ALT HOLD FUNCTION OF THE AUTOPLT DID NOT 'CATCH' AND WE CLBED THROUGH 14000 FT TO APPROX 14400 FT. I HAD BEEN HEADS DOWN; LOOKING AT THE NAV CHARTS FOR WAYPOINT DATA TO ENTER INTO THE FMS AND DID NOT NOTICE THE ALT OVERSHOOT. THE CTLR QUERIED US; SAYING WE HAD BEEN CLRED TO 14000 FT AND TO DSND AND MAINTAIN 14000 FT; WHICH WE DID WITH NO FURTHER DISCUSSION ON THE MATTER WITH ATC. LATER; WE RECEIVED AN INSTRUCTION; ON WHAT I THOUGHT I HEARD 'CLB AND MAINTAIN ONE NINE; NINETEEN.' I READ BACK TO ATC (EXACTLY WHAT I THOUGHT I HEARD) 'ONE NINE; NINETEEN.' THIS IS PLT/CTLR PHRASEOLOGY FOR 19000 FT OR FL190. I SET FL190 IN THE ALT ALERTER AND SET THE 'ARM' BUTTON ON THE AUTOPLT ALT HOLD FEATURE; CALLING OUT '190; SET AND ARMED.' INSTEAD OF 'CLB AND MAINTAIN ONE NINE; NINETEEN;' THE CTLR HAD APPARENTLY SAID 'CLB AND MAINTAIN ONE FIVE; FIFTEEN.' ALTHOUGH I HAD READ BACK THE INSTRUCTION 'CLB AND MAINTAIN ONE NINE; NINETEEN;' THE CTLR HAD APPARENTLY NOT HEARD ME CORRECTLY AND DID NOT CORRECT ME TO THE 15000 FT ORIGINAL INSTRUCTION. THIS IS WHAT THE READBACK IS ALL ABOUT; ASSURING ACCURATE COMS. WE HAD CLBED BEYOND 15000 FT AND WERE THEN INSTRUCTED BY ATC TO DSND AND MAINTAIN 15000 FT; WHICH WE DID WITHOUT FURTHER DISCUSSION ON THE MATTER WITH ATC. I ASKED THE PIC WHAT HE HEARD AS OUR ALT INSTRUCTION AND THE REPLY WAS 'I'M NOT SURE.' IN BOTH CASES; THE PLT WAS DISTR FROM THE PRIMARY TASK OF FLYING THE ACFT BY ENTERING DATA IN THE FMS. I WAS DISTR FROM ASSISTING THE PIC ON THE FLT CONDITION OF THE ACFT BY LOOKING AT A CHART FOR NAV DATA. AT ALL TIMES; AT LEAST 1 CREW MEMBER NEEDS TO BE 'FLYING THE ACFT' WHILE THE OTHER CREW MEMBER ATTENDS TO THE OTHER COCKPIT DUTIES. IN THE EXAMPLES ABOVE; THIS WAS NOT THE CASE. BOTH CREW MEMBERS WERE PREOCCUPIED WITH OTHER COCKPIT DUTIES AND IN THE ONE CASE MISCOM CAUSED THE DEV.