Date: 201310
Local time of day: 1201-1800
Location: UUEE.Airport, FO
Flight conditions: IMC
Weather elements / visibility: Cloudy
Light: Daylight
Aircraft: Gulfstream V / G500 / G550
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Climb
ATC / advisory: TRACON UUEE
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While departing Moscow; Russia on the BESTA 25E departure we were climbing to 900 meters (3;000 FT). While beginning to level at 900 meters we were given a clearance for a right turn direct to BESTA when able. This clearance was followed shortly after with a clearance to climb to FL050. But the language barrier caused us to question the right turn and ask for the instructions again. The Controller repeated the right turn direct to BESTA instructions and climb to FL050. The transition level was FL050. The aircraft was being hand flown at this time and we were completing the initial turn towards BESTA when another climb clearance was given to FL060. The Pilot Not Flying was busy completing the direct to BESTA in the FMS while also making the heading changes and altitude changes. We initially took off in LNAV but had to switch to heading to establish the turn towards BESTA then switch back to LNAV again. The speed was being held at 200 KTS so the turn radius would be smaller because of protected airspace in the area; but we were climbing at a faster rate. As we were approaching FL060 the Controller directed us to descend to FL060. It was then that we discovered that we had inadvertently not made the change from QFE to QNE of 1013. Very quickly the Pilot Not Flying switched both altimeters to standard QNE and we returned to FL060. There was no other communication from the Controller other than the subsequent frequency change. No TA or RA occurred. The flight was completed uneventfully. Suggestions: While we included the Transition Level in our pre-departure briefing; a more thorough discussion is necessary; highlighting to differences transitioning from meters to Flight Level and from QFE to QNE all at the same time. The immediate switch for our flight from a QFE of 992mb to a QNE of 1013mb was a 630 FT difference though we did not miss our altitude by that much. Additionally I would plan to activate the auto pilot at the earliest possible time in a busy work load and unfamiliar environment. This would allow the various duties to be divided more equally during the climbout; allowing for a more enhanced collective situational awareness. Also; possibly remaining on the SID may have facilitated a more manageable pace.




Synopsis: G-V Captain reported deviating from assigned altitude departing UUEE; with the language barrier being a contributing factor.