Atx cargo twin missets DME on localizer bcrs to runway 11 at fat, then has difficulty with speed req...

Attributes
ACN	143045
Time
Date	199004
Day	Mon
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : fat
State Reference	CA
Altitude	agl bound lower : 680 agl bound upper : 2000
Environment
Flight Conditions	IMC
Light	Dawn
Aircraft 1
Controlling Facilities	tracon : fat
Operator	common carrier : air taxi
Make Model Name	Small Transport, Low Wing, 2 Recip Eng
Flight Phase	descent : approach
Flight Plan	IFR
Person 1
Affiliation	company : air taxi
Function	flight crew : single pilot
Qualification	pilot : commercial pilot : instrument
Experience	flight time last 90 days : 250 flight time total : 1500 flight time type : 20
ASRS Report	143045
Person 2
Affiliation	government : faa
Function	controller : approach
Qualification	controller : radar
Events
Anomaly	altitude deviation : overshoot non adherence : published procedure other spatial deviation
Independent Detector	other flight crewa
Resolutory Action	flight crew : became reoriented flight crew : returned to intended course or assigned course
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

I was on the localizer (back crs) runway 11L approach. I was established on the localizer, had selected the wrong DME information and descended down to 680' which is the MDA prior to the final approach fix. Realizing my mistake, I shot the missed approach. On the missed approach, I was vectored for the ILS runway 29R approach. Fresno approach wanted me to make 180 KTS then changed to 150 KTS to the OM. The plane I was flying has to be at 130 KTS. Therefore, when I intercepted the G/south, I had to raise the nose then chase after the G/south in order to avoid a full deflection of the G/south needle. In both instances the cause of the sloppy approach was due to the fact that I agreed to maintain airspds the airplane I was flying was not up to handling. This caused a destablized approach. In the first one, I was asked to slow down then to increase the airspeed. In the second case, he wanted me to maintain an excessively fast speed to the OM then fly the approach faster than my normal approach speed. Learning from this, I should have declined both airspeed requests and accepted vectors for sequencing.

Original NASA ASRS Text

Title: ATX CARGO TWIN MISSETS DME ON LOC BCRS TO RWY 11 AT FAT, THEN HAS DIFFICULTY WITH SPEED REQUEST WHEN FLYING THE FRONT COURSE ILS TO RWY 29.

Narrative: I WAS ON THE LOC (BACK CRS) RWY 11L APCH. I WAS ESTABLISHED ON THE LOC, HAD SELECTED THE WRONG DME INFO AND DSNDED DOWN TO 680' WHICH IS THE MDA PRIOR TO THE FINAL APCH FIX. REALIZING MY MISTAKE, I SHOT THE MISSED APCH. ON THE MISSED APCH, I WAS VECTORED FOR THE ILS RWY 29R APCH. FRESNO APCH WANTED ME TO MAKE 180 KTS THEN CHANGED TO 150 KTS TO THE OM. THE PLANE I WAS FLYING HAS TO BE AT 130 KTS. THEREFORE, WHEN I INTERCEPTED THE G/S, I HAD TO RAISE THE NOSE THEN CHASE AFTER THE G/S IN ORDER TO AVOID A FULL DEFLECTION OF THE G/S NEEDLE. IN BOTH INSTANCES THE CAUSE OF THE SLOPPY APCH WAS DUE TO THE FACT THAT I AGREED TO MAINTAIN AIRSPDS THE AIRPLANE I WAS FLYING WAS NOT UP TO HANDLING. THIS CAUSED A DESTABLIZED APCH. IN THE FIRST ONE, I WAS ASKED TO SLOW DOWN THEN TO INCREASE THE AIRSPD. IN THE SECOND CASE, HE WANTED ME TO MAINTAIN AN EXCESSIVELY FAST SPD TO THE OM THEN FLY THE APCH FASTER THAN MY NORMAL APCH SPD. LEARNING FROM THIS, I SHOULD HAVE DECLINED BOTH AIRSPD REQUESTS AND ACCEPTED VECTORS FOR SEQUENCING.

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.

Atx cargo twin missets DME on localizer bcrs to runway 11 at fat, then has difficulty with speed request when flying the front course ILS to runway 29.