Narrative:

The 2 problems occurred on my first training flight on a newly purchased pressurized baron, while on an IFR flight plan. The first problem related to missing an altitude assignment. I was assigned an initial altitude of 4000 ft for a filed altitude of 17000 ft on climb out from bna. I had set 4000 ft in the altitude preselect and armed it. However, the flight director did not indicate a leveloff and, by the time I caught it, I had exceeded the assigned altitude by about 500 ft. I immediately returned to 4000 ft. The second problem related to missing some frequency handoffs during the flight to winston-salem, nc, and the return flight. My flight instructor, who was handling the radios, missed some radio calls due to his instructing me on power management and, most likely, his not being familiar with the call sign of the airplane. Both types of problems could be avoided by being more skeptical and therefore more watchful of system in a new, unfamiliar airplane and being more alert to radio communications despite training activity.

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Original NASA ASRS Text

Title: BEECH BARON 58P ACFT NEWLY PURCHASED BY RPTR PLT AND ON AN INSTRUCTIONAL FLT. RPTR HAD SET ASSIGNED ALT IN THE PRESELECT ALT WINDOW, BUT ACFT FLT DIRECTOR DIDN'T SHOW A LEVELOFF AND ACFT CLBED 500 FT ABOVE ASSIGNED UNTIL RPTR RETURNED TO ASSIGNED.

Narrative: THE 2 PROBS OCCURRED ON MY FIRST TRAINING FLT ON A NEWLY PURCHASED PRESSURIZED BARON, WHILE ON AN IFR FLT PLAN. THE FIRST PROB RELATED TO MISSING AN ALT ASSIGNMENT. I WAS ASSIGNED AN INITIAL ALT OF 4000 FT FOR A FILED ALT OF 17000 FT ON CLBOUT FROM BNA. I HAD SET 4000 FT IN THE ALT PRESELECT AND ARMED IT. HOWEVER, THE FLT DIRECTOR DID NOT INDICATE A LEVELOFF AND, BY THE TIME I CAUGHT IT, I HAD EXCEEDED THE ASSIGNED ALT BY ABOUT 500 FT. I IMMEDIATELY RETURNED TO 4000 FT. THE SECOND PROB RELATED TO MISSING SOME FREQ HDOFS DURING THE FLT TO WINSTON-SALEM, NC, AND THE RETURN FLT. MY FLT INSTRUCTOR, WHO WAS HANDLING THE RADIOS, MISSED SOME RADIO CALLS DUE TO HIS INSTRUCTING ME ON PWR MGMNT AND, MOST LIKELY, HIS NOT BEING FAMILIAR WITH THE CALL SIGN OF THE AIRPLANE. BOTH TYPES OF PROBS COULD BE AVOIDED BY BEING MORE SKEPTICAL AND THEREFORE MORE WATCHFUL OF SYS IN A NEW, UNFAMILIAR AIRPLANE AND BEING MORE ALERT TO RADIO COMS DESPITE TRAINING ACTIVITY.

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.