Narrative:

Departed on an IFR flight from eri to ldj. The en route approach segment of the flight began after crossing the stw VOR. Radar vectors were issued for the NDB B approach to ldj. WX conditions were heavy rain showers and mod turbulence. Speed was reduced to 130 KTS due to the effects of turbulence. After a series of vectors and dscnts, I leveled off at 2000'. Approximately 7 mi southwest of ldj, the final approach segment began intercepting the 46 degree bearing for the published approach. At that time, I encountered very heavy rain and severe turbulence. Large changes in altitude resulted. While concentrating on keeping the airplane straight and level, the approach was abandoned at the controller's direction. I then asked for radar vectors for the runway six ILS approach to teb. The controller (ny TRACON) issued the following clearance: 'clear present position to teb via right turn heading 330, vectors to join the runway six localizer, maintain 3000'. A turn and altitude change was initiated by me to comply with the clearance. While climbing through approximately 2400', the controller asked to what altitude I was climbing. I advised him 3000. He replied my clearance was to maintain 2000. At that time, an air carrier flight (unidentified) responded to the controller that my readback was to maintain 3000. I descended to 2000' and was handed off to the next controller. The flight continued through moderate rain showers and turbulence to teb and completed a successful approach and landing. I filed a pilot report with the millville FSS describing the WX conditions which resulted in the abandoned approach. I was subsequently advised in a later conversation with millville that my report resulted in a center WX advisory.

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Original NASA ASRS Text

Title: PLT OF SMT ALLEGEDLY OVERSHOT ALT IN CLIMB. CLRNC DISPUTED.

Narrative: DEPARTED ON AN IFR FLT FROM ERI TO LDJ. THE ENRTE APCH SEGMENT OF THE FLT BEGAN AFTER XING THE STW VOR. RADAR VECTORS WERE ISSUED FOR THE NDB B APCH TO LDJ. WX CONDITIONS WERE HEAVY RAIN SHOWERS AND MOD TURBULENCE. SPEED WAS REDUCED TO 130 KTS DUE TO THE EFFECTS OF TURBULENCE. AFTER A SERIES OF VECTORS AND DSCNTS, I LEVELED OFF AT 2000'. APPROX 7 MI SW OF LDJ, THE FINAL APCH SEGMENT BEGAN INTERCEPTING THE 46 DEG BEARING FOR THE PUBLISHED APCH. AT THAT TIME, I ENCOUNTERED VERY HEAVY RAIN AND SEVERE TURBULENCE. LARGE CHANGES IN ALT RESULTED. WHILE CONCENTRATING ON KEEPING THE AIRPLANE STRAIGHT AND LEVEL, THE APCH WAS ABANDONED AT THE CTLR'S DIRECTION. I THEN ASKED FOR RADAR VECTORS FOR THE RWY SIX ILS APCH TO TEB. THE CTLR (NY TRACON) ISSUED THE FOLLOWING CLRNC: 'CLEAR PRESENT POSITION TO TEB VIA RIGHT TURN HDG 330, VECTORS TO JOIN THE RWY SIX LOC, MAINTAIN 3000'. A TURN AND ALT CHANGE WAS INITIATED BY ME TO COMPLY WITH THE CLRNC. WHILE CLIMBING THROUGH APPROX 2400', THE CTLR ASKED TO WHAT ALT I WAS CLIMBING. I ADVISED HIM 3000. HE REPLIED MY CLRNC WAS TO MAINTAIN 2000. AT THAT TIME, AN AIR CARRIER FLT (UNIDENTIFIED) RESPONDED TO THE CTLR THAT MY READBACK WAS TO MAINTAIN 3000. I DESCENDED TO 2000' AND WAS HANDED OFF TO THE NEXT CTLR. THE FLT CONTINUED THROUGH MODERATE RAIN SHOWERS AND TURBULENCE TO TEB AND COMPLETED A SUCCESSFUL APCH AND LNDG. I FILED A PLT REPORT WITH THE MILLVILLE FSS DESCRIBING THE WX CONDITIONS WHICH RESULTED IN THE ABANDONED APCH. I WAS SUBSEQUENTLY ADVISED IN A LATER CONVERSATION WITH MILLVILLE THAT MY REPORT RESULTED IN A CENTER WX ADVISORY.

Data retrieved from NASA's ASRS site as of August 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.