Light Transport; Low Wing; 2 Turbojet Eng
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Situational Awareness; Distraction
Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Aircraft Equipment Problem Dissipated; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Aircraft; Environment - Non Weather Related
On an empty ferry flight DEN-ZZZ; we were climbing to 11;000 ft. as our final cruise altitude. With no passengers the aircraft was climbing about 2;500 FPM through 10;000 ft. Around that same time the ADSB Fail light illuminated; we were aware that there had been reported GPS failures in the area and we got distracted when the light illuminated. We made the 1;000 ft. to go call out but by the time we looked back at the flight instruments we were passing 11;000 ft. and I was hand flying. I immediately began to correct and level off; we reached 11;500 ft. before returning to our assigned altitude of 11;000 ft.The entire time the ADSB fail message was illuminated; we were in heading mode. The ADSB FAIL light was only illuminated for a few seconds.There were no GPS deviations only a brief altitude deviation. The flight continued successfully with no other deviations and the GPS was operational the rest of the flight.When DEN and ZZZ are departing and landing south this is a very short flight. We were busy with our normal flight duties and a bit rushed. When the ADSB FAIL light illuminated I got distracted. The empty airplane had a much higher climb [rate] than normal. Both these things combined caused a slight altitude deviation.[I should] prioritize the state of the aircraft over the brief GPS outage especially in a high AOV [Air Traffic Safety Oversight Service] area. As pilot flying I should have utilized automation rather than hand flying in times of high work load to prevent deviation and reduce workload.
On an empty ferry flight DEN-ZZZ; we were climbing to 11;000 feet as our final cruise altitude. With no passengers; the aircraft was climbing about 2;500 FPM through 10;000 feet. Around that same time; the ADSB FAIL light illuminated. We were aware that there had been reported GPS failures in the area; so I got distracted when that light illuminated. We called the 1;000 feet to go. The First Officer was still hand flying. By the time I looked back up at our flight instruments we were passing 11;000 feet. The First Officer immediately began to correct and level off. We reached 11;500 feet before returning to our assigned 11;000 feet. The entire time the ADSB FAIL message was illuminated; we were in heading mode. The ADSB FAIL light was only illuminated for a few seconds. There were no GPS deviations; only a brief altitude deviation. The flight continued successfully with no other deviations and the GPS was operational the rest of the flight.When DEN and ZZZ are departing and landing South; this is a very short flight. We were busy with our normal flight duties and a bit rushed. When the ADSB FAIL light illuminated; I got distracted. The empty airplane had a much higher vertical speed climb than normal. Both of these things combined caused a slight altitude deviation. I should have prioritized the state of the aircraft over the brief GPS outage. As Pilot Monitoring; I should've realized and spoken up about the impending altitude deviation. Prioritize flying the aircraft. Respect the high area of vulnerability in the 1;000 feet before a level off.
Air carrier First Officer reported overshooting cleared altitude following distractions related to the momentary failure of the ADS-B system.