MLG OVERSHOOTS ALT DURING NOISE ABATEMENT CLIMB.

Narrative

OUR MLG (NON-EFIS) WAS CLRED: 'MUSEC 4 DEP; TRM TRANSITION AT OR BELOW 3000' UNTIL 6 DME; MAINTAIN 4000'; EXPECT FL370 AFTER 10 MINS.' WE SET UP THE COCKPIT AND BRIEFED THE DEP IN ACCORDANCE WITH OUR COMPANY OPS MANUAL FOR THE SNA NOISE ABATEMENT 'NORMAL CUTBACK' PROC. DISTRS WERE AS FOLLOWS: NEW CAPT (FIRST NON CHKRIDE LINE DEP FROM SNA); NEW F/O (FIRST LINE TRIP EVER); NO APU (REQUIRING AIRSTART AT GATE; AND DECISION FROM CAPT TO PERFORM NOISE ABATEMENT PROC BLEEDS ON (NORMALLY IT IS BLED OFF; WITH APU FOR PRESSURIZATION); UNFAMILIAR ACFT (NEITHER OF US HAD MUCH TIME IN THE NON EFIS MLG); UNFAMILIAR CLRNC. (SPECIFICALLY THE 'BELOW 3 UNTIL 6 DME' PART.) OUR COMPANY PROC CALLS FOR A MAX PERFORMANCE TKOF; FLAPS 15 DEGS (NORMALLY REDUCED THRUST; FLAPS 5); 28 DEG NOSE UP BODY ANGLE TO 1000'; THEN A RADICAL THRUST REDUCTION; SIMULTANEOUS FLAP RETRACTION TO 5 DEGS; AND A SHALLOW CLB AT 1/2+15 TO 6 DME; ON AUTOPLT (VERT SPD MODE +200 FPM; ENGAGED AFTER THRUST CUTBACK). IT IS A CHALLENGING PROC EVEN WITH PRACTICE; BUT FOR 2 NEW GUYS; NO APU; NEW COCKPIT...IT STARTS TO ADD UP. NOW CONSIDER THE VERY HVY GA ACTIVITY AT AND AROUND SNA ON A SAT; AND YOU START TO GET THE PICTURE OF THE SCENE IN THIS FLT DECK. I MADE THE TKOF AND CUTBACK (TO 77.6% N1 BASED ON AN EXTREMELY LIGHT WT OF 88000 LBS) AND ATTEMPTED TO ENGAGE THE AUTOPLT AT 1000' AS PER PROC. RATE OF CLB AT THIS POINT WAS WELL IN EXCESS OF 6000 FPM (VSI NEEDLE PEGGED). AT THAT MOMENT; WE WERE HANDED OFF TO DEP BY ATC; AND ADVISED TO WATCH FOR VFR TFC 12 O'CLOCK AT 3000' (TYPICAL). I LOWERED THE NOSE AND TOLD MY F/O TO 'STAY OUTSIDE AND KEEP YOUR EYES OPEN.' THE AUTOPLT WOULD NOT ENGAGE; AND IN THE 2-3 SECS I SPENT TRYING TO FIGURE IT OUT (UNFAMILIAR COCKPIT); THE ALT HORN WENT OFF. I THOUGHT IT WAS THE FIRST ALERT (2000 FOR 3000'); BUT IN THE INITIAL CLB WE BOTH MISSED THAT ONE; AND IT WAS THE SECOND ALERT (YOU BLEW IT!). WE WERE AT 3300' AND OUR BALLISTIC PATH CARRIED US TO 3500' AT ABOUT 4.5 DME. I BRISKLY LOWERED THE NOSE AND REDUCED THRUST. ATC ASKED; 'WHAT WAS YOUR ASSIGNED ALT?' MY F/O REPLIED '3000'.' I ADDED; 'WE'RE CORRECTING.' ATC ANSWERED CRISPLY; 'ROGER.' HE THEN CLRED US TO 13000'; AND ADVISED US AGAIN OF 'TFC 12 O'CLOCK; 3 MI; NBOUND ALONG THE COAST AT 3000'.' IN MY OPINION THE SNA NOISE ABATEMENT PROCS ARE AN EXTREME MENACE TO AVIATION SAFETY AND SHOULD BE ABANDONED AT ONCE. THIS FLT HAD ALL THE NECESSARY INGREDIENTS FOR DISASTER: NEW CREW (BOTH CAPT AND F/O); NEW ACFT (IN THE FLEET FOR QUITE SOME TIME BUT BOTH PLTS RELATIVELY UNFAMILIAR); RADICAL; ONE-OF-A-KIND; MAX PERFORMANCE; TOTALLY NON STANDARD DEP PROCS (WELL PRACTICED IN SIMULATOR; BUT DONE ONLY ONCE BEFORE BY CAPT ON COMPANY LINE CHK); HVY GA TFC; EXTREMELY BUSY FLT DECK; HIGH DECK ANGLE (28 DEGS) MAKING SEE AND AVOID A COMPLETE FARCE; UNFAMILIAR DEP CLRNC. I STRONGLY RECOMMEND THE FOLLOWING ACTIONS: A THOROUGH REVIEW OF ALL NON FAA IMPOSED NOISE ABATEMENT REGS AND PROCS. A SPOTLIGHT ON SNA IN PARTICULAR (THAT ARPT IS AN ACCIDENT WAITING TO HAPPEN; GND OPS RAMP; ARE JUST SIMPLY CRAZY). SCHEDULING GUIDELINES THAT PRECLUDE THE NEW CAPT/NEW F/O SCENARIO ANY TIME THE FLT IS INTO SEVERE WX OR INTO PARTICULARLY DIFFICULT ARPTS. STANDARDIZATION OF AIRLINE COCKPITS; OR ASSIGNMENT OF FLT DECK CREW TO ONLY ONE VARIANT (MLG A OR MLG B OR MLG B EFIS ONLY). ADVISING ATC TO SIMPLIFY DEP CLRNCS AS MUCH AS POSSIBLE AT ALL TIMES; BUT PARTICULARLY WHEN EXTRA CONDITIONS (WX NOISE ABATEMENT RULES; ETC) ARE IMPOSED.