Confused by the naco airport diagram's format for display of runway numbers and TDZ elevations; the ...

Narrative:

Approaching sua from the north I was cleared to begin my approach for runway 12; and asked to report a left base. I had printed out the airport diagram from the FAA's digital terminal procedures publication; and used this diagram to locate what I believed was runway 12 on the airport diagram. During the approach; I could sense that something was wrong with my approach. The wind was reported to be 120/8 (or thereabouts - I know it was reported as straight down the runway); and I could clearly see and feel a left crosswind. Furthermore; my dg was not showing 12; but closer to 15. I attempted to compare this to the wet compass (thinking my dg had precessed); but was also concentrating on making my approach. Unable to reconcile this reading; I attempted to verify that the runway I was looking at was labeled '12' on the chart; by comparing it to the printed diagram.the controller allowed me to continue my descent and; before reaching an unsafe altitude; asked me to report my heading. I reported 15; and he told me I was flying an approach to 16 and instructed me to go around. I made a safe go around; and carried out an uneventful stop and go on runway 12; departing to the north.this is the first mistake of this kind I have made and; so; have spent some time analyzing the causes. On reflection; I believe the chart to sua is very confusing. When the pdf is printed; the elev for runway 16 is printed very close to the arrival end of runway 16; and its value is 12. Furthermore; the runway number; 16; is printed on a dark grey background; making it very difficult to read in flight. To add to this; the arrival end of runway 7 is marked elev 16. So a quick look at the chart told me I was approaching 12. The electronic version of the airport diagram looks much clearer - I would encourage you to print the chart and examine the printed copy as this is what will actually be in the cockpit.from a human factors perspective; I think I suffered a little from tunnel vision. My first mistake was the worst mistake. Once I had misidentified the runway on the chart; I never really revisited that decision despite the many clues I had that something was awry. Although I knew something was not right; I continued to fly the approach. I should have simply admitted that I was confused and requested input from the tower. However; my ability to read maps (I was sure of my position relative to the airport and was; in fact; correct - the only issue was my mislabeling of the runway) overrode my trust in the instruments. On a positive note; I am very appreciative of the way the controller handled the situation. I am sure he knew instantly what I was doing and the mistake I had made; but allowed me to carry out more of the maneuver while maintaining adequate separation with other traffic so I could learn the lesson in a safe way. Had they told me at the very beginning of the approach; I do not think I would have learned as much.

Original NASA ASRS Text

Title: Confused by the NACO Airport Diagram's format for display of Runway numbers and TDZ elevations; the pilot of a C172 made his initial approach to land at SUA to Runway 16 vice 12 as cleared. ATC alerted him and directed a go around after which he returned to land safely on Runway 12.

Narrative: Approaching SUA from the North I was cleared to begin my approach for Runway 12; and asked to report a left base. I had printed out the Airport Diagram from the FAA's digital terminal procedures publication; and used this diagram to locate what I believed was Runway 12 on the Airport Diagram. During the approach; I could sense that something was wrong with my approach. The wind was reported to be 120/8 (or thereabouts - I know it was reported as straight down the runway); and I could clearly see and feel a left crosswind. Furthermore; my DG was not showing 12; but closer to 15. I attempted to compare this to the wet compass (thinking my DG had precessed); but was also concentrating on making my approach. Unable to reconcile this reading; I attempted to verify that the runway I was looking at was labeled '12' on the chart; by comparing it to the printed diagram.The Controller allowed me to continue my descent and; before reaching an unsafe altitude; asked me to report my heading. I reported 15; and he told me I was flying an approach to 16 and instructed me to go around. I made a safe go around; and carried out an uneventful stop and go on runway 12; departing to the north.This is the first mistake of this kind I have made and; so; have spent some time analyzing the causes. On reflection; I believe the chart to SUA is very confusing. When the PDF is printed; the ELEV for Runway 16 is printed very close to the arrival end of Runway 16; and its value is 12. Furthermore; the runway number; 16; is printed on a dark grey background; making it very difficult to read in flight. To add to this; the arrival end of runway 7 is marked ELEV 16. So a quick look at the chart told me I was approaching 12. The electronic version of the Airport Diagram looks much clearer - I would encourage you to print the chart and examine the printed copy as this is what will actually be in the cockpit.From a human factors perspective; I think I suffered a little from tunnel vision. My first mistake was the worst mistake. Once I had misidentified the runway on the chart; I never really revisited that decision despite the many clues I had that something was awry. Although I knew something was not right; I continued to fly the approach. I should have simply admitted that I was confused and requested input from the tower. However; my ability to read maps (I was sure of my position relative to the airport and was; in fact; correct - the only issue was my mislabeling of the runway) overrode my trust in the instruments. On a positive note; I am very appreciative of the way the controller handled the situation. I am sure he knew instantly what I was doing and the mistake I had made; but allowed me to carry out more of the maneuver while maintaining adequate separation with other traffic so I could learn the lesson in a safe way. Had they told me at the very beginning of the approach; I do not think I would have learned as much.

Data retrieved from NASA's ASRS site as of July 2013 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.

Attributes
ACN	1021405
Time
Date	201207
Local Time Of Day	1801-2400
Place
Locale Reference	SUA.Tower
State Reference	FL
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Make Model Name	Skyhawk 172/Cutlass 172
Operating Under FAR Part	Part 91
Flight Phase	Final Approach
Route In Use	Visual Approach
Flight Plan	None
Component
Aircraft Component	Aero Charts
Person 1
Function	Pilot Flying Single Pilot
Qualification	Flight Crew Private
Experience	Flight Crew Last 90 Days 25 Flight Crew Total 200 Flight Crew Type 30
Events
Anomaly	Deviation - Procedural Clearance Deviation - Track / Heading All Types

Confused by the naco airport diagram's format for display of runway numbers and TDZ elevations; the pilot of a C172 made his initial approach to land at sua to runway 16 vice 12 as cleared. ATC alerted him and directed a go around after which he returned to land safely on runway 12.