ACR MLG ALT DEVIATION OVERSHOT DURING CLIMB FROM SNA.

Narrative

DURING CLBOUT OF SNA; AUTO THROTTLES PLACARDED FOR TKOF. NOISE ABATEMENT REQUIRED USE OF DIAL-A-FLAP FOR 17 DEGS. INITIAL LEVEL OFF AT 3000' FOR CLEAN UP; SUBSEQUENTLY CLRED TO 4000'. COPLT FLYING CALLED FOR FLAPS UP; WHICH PROCEEDED NORMALLY. THEN; ON CALL FOR SLATS RETRACT; FLAP HANDLE JAMMED. DURING THE HASSLE OF WORKING TO GET THE SLATS RETRACTED; LOOKING FOR TFC; REINSTATING AUTO THROTTLES; ETC; THE ACFT WAS ALLOWED TO CLB TO APPROX 4400' MOMENTARILY BEFORE WE WERE SETTLED AT 4000'. NO CONFLICT THAT I KNOW OF. I FINALLY TOOK THE ACFT AND THE COPLT WAS ABLE TO CLEAR THE JAM AND RETRACT THE SLATS. THIS IS THE SECOND TIME I HAVE SEEN THIS PROB OCCUR AND WAS ON THE ALERT FOR A PROB; AND STILL HAD TROUBLE DESPITE CAREFUL AND DELIBERATE HANDLING OF THE FLAP HANDLE CTLS. THIS DIAL-A-FLAP SYS NEEDS TO BE IMPROVED. IN MY OPINION; IT WAS THE PRIMARY CAUSE OF THIS ALT DEVIATION. SECONDARY CAUSES INCLUDE PRESENCE OF MANY PVT ACFT; ALTS UNKNOWN IN THE DEP ROUTE; REQUIRING MAX HEADS UP-EYES OUTSIDE TO AVOID POSSIBLE MIDAIR COLLISION. COMPLICATED; RESTRICTIVE NOISE ABATEMENT PROC. I DON'T SAY THAT THE PVT PLTS ARE IN THE WRONG PLACE DOING THE WRONG THINGS; THE ENEMY IS US; WE MOVED IN ON THEM. SNA; BUR AND SANTA BARBARA; TO NAME A FEW; CAN HARDLY BE CALLED JETPORTS. THE SAFETY FACTOR AT THESE PLACES IS MARGINAL AT BEST FOR MANY REASONS.