A mitsubishi MU2 pilot overshot the assigned altitude near the dqn VOR.

Attributes
ACN	451000
Time
Date	199910
Day	Tue
Local Time Of Day	1201 To 1800
Place
Locale Reference	navaid : dqn.vortac
State Reference	OH
Altitude	msl bound lower : 9000 msl bound upper : 9600
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : day.tracon
Operator	general aviation : personal
Make Model Name	MU-2 Undifferentiated or Other Model
Operating Under FAR Part	Part 91
Navigation In Use	other vortac
Flight Phase	climbout : intermediate altitude
Flight Plan	IFR
Person 1
Affiliation	other
Function	flight crew : single pilot oversight : pic
Qualification	pilot : multi engine pilot : instrument pilot : commercial
Experience	flight time last 90 days : 25 flight time total : 4600 flight time type : 190
ASRS Report	451000
Person 2
Affiliation	government : faa
Function	controller : approach
Qualification	controller : radar
Events
Anomaly	altitude deviation : overshoot non adherence : clearance
Independent Detector	other controllera other flight crewa
Resolutory Action	controller : issued new clearance
Supplementary
Problem Areas	Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

I filed an IFR flight plan from I17 (piqua, oh) to pns (pensacola, fl). Departed I17 visually and contacted dayton approach control to pick up the clearance. After some difficulty establishing contact, I was issued a clearance direct to pns, with a climb to 9000 ft. I set altitude alerter for 9000 ft. Approach control advised of traffic at 12 O'clock and 5 mi. At this time the aircraft was climbing at approximately 2500 FPM. At some point approach control again advised of traffic and issued turn to west. Traffic was still not in sight. Approach then asked me to verify altitude and I saw I was climbing through 9600 ft. I advised approach I had busted the altitude and offered to cancel IFR. Approach responded to maintain 10000 ft. Apparently I either did not hear the altitude alerter or had not set it correctly and climbed above the assigned altitude of 9000 ft. Contributing factors were my initial inability to establish contact with day approach control, the high rate of climb, and my reliance on the audible alert from the altitude alerter as I looked for traffic.

Original NASA ASRS Text

Title: A MITSUBISHI MU2 PLT OVERSHOT THE ASSIGNED ALT NEAR THE DQN VOR.

Narrative: I FILED AN IFR FLT PLAN FROM I17 (PIQUA, OH) TO PNS (PENSACOLA, FL). DEPARTED I17 VISUALLY AND CONTACTED DAYTON APCH CTL TO PICK UP THE CLRNC. AFTER SOME DIFFICULTY ESTABLISHING CONTACT, I WAS ISSUED A CLRNC DIRECT TO PNS, WITH A CLB TO 9000 FT. I SET ALT ALERTER FOR 9000 FT. APCH CTL ADVISED OF TFC AT 12 O'CLOCK AND 5 MI. AT THIS TIME THE ACFT WAS CLBING AT APPROX 2500 FPM. AT SOME POINT APCH CTL AGAIN ADVISED OF TFC AND ISSUED TURN TO W. TFC WAS STILL NOT IN SIGHT. APCH THEN ASKED ME TO VERIFY ALT AND I SAW I WAS CLBING THROUGH 9600 FT. I ADVISED APCH I HAD BUSTED THE ALT AND OFFERED TO CANCEL IFR. APCH RESPONDED TO MAINTAIN 10000 FT. APPARENTLY I EITHER DID NOT HEAR THE ALT ALERTER OR HAD NOT SET IT CORRECTLY AND CLBED ABOVE THE ASSIGNED ALT OF 9000 FT. CONTRIBUTING FACTORS WERE MY INITIAL INABILITY TO ESTABLISH CONTACT WITH DAY APCH CTL, THE HIGH RATE OF CLB, AND MY RELIANCE ON THE AUDIBLE ALERT FROM THE ALT ALERTER AS I LOOKED FOR TFC.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.