Narrative:

I was the flight instructor on an IFR training flight with one of my good students. We had just executed the NDB approach into bcb, va, and were climbing in the hold in accordance with the missed approach procedures. We received our clearance to our next airport as we were climbing through approximately 5600 ft and missed our leveloff at 6000 ft. The controller asked us what our altitude was as we reached 6400 ft. The next approach we were cleared for was the GPS 18 into hlx, galex, twin county. We were not in radar contact and had been on the advisory frequency. We were still on an IFR flight plan. I had just filed another flight plan with leesburg radio for our next leg to tri, IFR. (This was a change from our original plan.) during the last part of our approach we heard another aircraft on the practice NDB approach into hlx. His position was several mi to the east. We did a touch-and-go. The missed approach involves a climbing left turn to the east, but since it was VFR and I was not getting TA's from roanoke, I elected to have my student turn right to avoid the other aircraft on the NDB approach. I called approach and reported 4 mi southwest of hlx climbing through 4600 ft(?). We did not get a response and at this point I was setting up to proceed to tri. I realized shortly thereafter that I really needed to focus on getting back to the holding point since I was under an IFR flight plan still. This is when roanoke did answer us and we were once again caught climbing through 6400 ft when we should have been at 6000 ft. Over the radio I admitted that we did not comply with the missed approach due to a conflict with other traffic below radar coverage to which the controller 'reminded me' that I had to comply with the procedures as published unless we canceled or notified him. The problems started with me putting too much trust in my student and not watching close enough, or paying close enough attention to the procedures that needed to be followed. In the second incident, a late change in plans, and another aircraft below radar coverage in our proximity distraction me again from doing what needed to be done. I need to always pay close attention to my students' flying. I also should have canceled IFR as soon as possible after discovering the other aircraft near us so I could legally, without dispute, take corrective action. In previous training flts, I usually cancel IFR midway through the approach on VFR days so as not to back up any IFR traffic in the area that might be arriving or departing the same airport IFR. Today I did not cancel IFR on the approach but I mentally was thinking VFR after the approach into hlx. The fault here is all mine. I normally pride myself in my airmanship and compliance with regulations and procedures. I learned a valuable lesson and will do my utmost to prevent this from happening in the future.

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Original NASA ASRS Text

Title: 2 ALTDEVS ON CLBING OVERSHOOTS AND A HDG TRACK DEV ON A MISSED APCH PROC BY A TRAINING FLT BE36 ON FREQ WITH DEP CTLR AT ROA, VA.

Narrative: I WAS THE FLT INSTRUCTOR ON AN IFR TRAINING FLT WITH ONE OF MY GOOD STUDENTS. WE HAD JUST EXECUTED THE NDB APCH INTO BCB, VA, AND WERE CLBING IN THE HOLD IN ACCORDANCE WITH THE MISSED APCH PROCS. WE RECEIVED OUR CLRNC TO OUR NEXT ARPT AS WE WERE CLBING THROUGH APPROX 5600 FT AND MISSED OUR LEVELOFF AT 6000 FT. THE CTLR ASKED US WHAT OUR ALT WAS AS WE REACHED 6400 FT. THE NEXT APCH WE WERE CLRED FOR WAS THE GPS 18 INTO HLX, GALEX, TWIN COUNTY. WE WERE NOT IN RADAR CONTACT AND HAD BEEN ON THE ADVISORY FREQ. WE WERE STILL ON AN IFR FLT PLAN. I HAD JUST FILED ANOTHER FLT PLAN WITH LEESBURG RADIO FOR OUR NEXT LEG TO TRI, IFR. (THIS WAS A CHANGE FROM OUR ORIGINAL PLAN.) DURING THE LAST PART OF OUR APCH WE HEARD ANOTHER ACFT ON THE PRACTICE NDB APCH INTO HLX. HIS POS WAS SEVERAL MI TO THE E. WE DID A TOUCH-AND-GO. THE MISSED APCH INVOLVES A CLBING L TURN TO THE E, BUT SINCE IT WAS VFR AND I WAS NOT GETTING TA'S FROM ROANOKE, I ELECTED TO HAVE MY STUDENT TURN R TO AVOID THE OTHER ACFT ON THE NDB APCH. I CALLED APCH AND RPTED 4 MI SW OF HLX CLBING THROUGH 4600 FT(?). WE DID NOT GET A RESPONSE AND AT THIS POINT I WAS SETTING UP TO PROCEED TO TRI. I REALIZED SHORTLY THEREAFTER THAT I REALLY NEEDED TO FOCUS ON GETTING BACK TO THE HOLDING POINT SINCE I WAS UNDER AN IFR FLT PLAN STILL. THIS IS WHEN ROANOKE DID ANSWER US AND WE WERE ONCE AGAIN CAUGHT CLBING THROUGH 6400 FT WHEN WE SHOULD HAVE BEEN AT 6000 FT. OVER THE RADIO I ADMITTED THAT WE DID NOT COMPLY WITH THE MISSED APCH DUE TO A CONFLICT WITH OTHER TFC BELOW RADAR COVERAGE TO WHICH THE CTLR 'REMINDED ME' THAT I HAD TO COMPLY WITH THE PROCS AS PUBLISHED UNLESS WE CANCELED OR NOTIFIED HIM. THE PROBS STARTED WITH ME PUTTING TOO MUCH TRUST IN MY STUDENT AND NOT WATCHING CLOSE ENOUGH, OR PAYING CLOSE ENOUGH ATTN TO THE PROCS THAT NEEDED TO BE FOLLOWED. IN THE SECOND INCIDENT, A LATE CHANGE IN PLANS, AND ANOTHER ACFT BELOW RADAR COVERAGE IN OUR PROX DISTR ME AGAIN FROM DOING WHAT NEEDED TO BE DONE. I NEED TO ALWAYS PAY CLOSE ATTN TO MY STUDENTS' FLYING. I ALSO SHOULD HAVE CANCELED IFR ASAP AFTER DISCOVERING THE OTHER ACFT NEAR US SO I COULD LEGALLY, WITHOUT DISPUTE, TAKE CORRECTIVE ACTION. IN PREVIOUS TRAINING FLTS, I USUALLY CANCEL IFR MIDWAY THROUGH THE APCH ON VFR DAYS SO AS NOT TO BACK UP ANY IFR TFC IN THE AREA THAT MIGHT BE ARRIVING OR DEPARTING THE SAME ARPT IFR. TODAY I DID NOT CANCEL IFR ON THE APCH BUT I MENTALLY WAS THINKING VFR AFTER THE APCH INTO HLX. THE FAULT HERE IS ALL MINE. I NORMALLY PRIDE MYSELF IN MY AIRMANSHIP AND COMPLIANCE WITH REGS AND PROCS. I LEARNED A VALUABLE LESSON AND WILL DO MY UTMOST TO PREVENT THIS FROM HAPPENING IN THE FUTURE.

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.