FLC OF A C560 CITATION V INADVERTENTLY CLBED ABOVE ASSIGNED ALT DURING PROC TURN APCH DUE TO USING THE WRONG FLT DIRECTOR MODE SETTING FOR THE PROC INTENDED. CAPT DISCONNECTED THE AUTOPLT AND RETURNED TO ASSIGNED. THERE WAS NO KNOWN CONFLICT.

Narrative

THE FLT WAS FROM MKE TO POF AND WAS ON AN INST FLT PLAN. THE ACFT WAS A C560 (CITATION V). THE NAV SYS WAS GPS WITH A FMS GNSXL CONNECTED TO AN AUTOPLT. THE FLT WAS FLOWN IN VFR CONDITIONS ON AN IFR FLT PLAN. APPROX 25 MI FROM POF; I REQUESTED THE SDF RWY 36 APCH. THE RPTED WX AT POF WAS 12000 FT SCATTERED AND 2 1/2 MI VISIBILITY. ZME GAVE ME A CLRNC ABOUT LIKE THIS: 'CLRED TO EARLI NDB DSND TO 2300 FT UNTIL ESTABLISHED ON THE APCH; CLRED FOR THE SDF RWY 36 APCH.' I REQUESTED RADAR VECTORS ONTO THE APCH WHICH WAS DENIED. VISUAL CONTACT WITH THE ARPT WAS ESTABLISHED ABOUT 10 MI AWAY AND WAS IN VIEW DURING THE APCH PROC; FLT VISIBILITY WAS IN EXCESS OF 15 MI. DURING THE COURSE REVERSAL PROC; I ALLOWED THE AIRPLANE TO MOMENTARILY CLB FROM 2300 FT TO 2700 FT AND DSNDED BACK TO PROC ALT. CONTRIBUTING FACTORS TO THE OFF ALT OCCURRENCE ARE: THE GPS/NDB OVERLAY APCH WAS SET UP IN THE #1 NAV SYS; #2 NAV SYS WAS SET UP FOR THE SDF APCH. UPON XING THE NDB OUTBOUND; THE FMS COMMAND BARS DID NOT FOLLOW THE HDG BUG ON THE HSI. SIMULTANEOUSLY I DISCONNECTED THE AUTOPLT; ADDED PWR TO STOP MY DSCNT AT 2300 FT; CALLED FOR APCH FLAPS AND TURNED OUTBOUND FOR THE PROC TURN. THE ACFT CLBED TO 2700 FT AND BACK DOWN TO 2300 FT.