Narrative:

While on IFR flight plan from pao to mry, I was cleared for the ILS runway 10R approach to mry after passing the munso LOM and beginning the procedure turn outbnd. My previously assigned altitude was 7000' and I began a rapid descent, gear and flaps down, while completing the procedure turn and intercepting the localizer. Both #1 and #2 navigation radios were tuned to i-mry and both indicated centered indications when arriving at about 4300' in IMC. I tracked inbound with a 500'/min descent rate, but had more difficulty than usual remaining on the G/south. The middle marker was passed at approximately 3100' altitude, at which time I realized my altitude was about 2700' high and that the course I was descending on was not the profile depicted on the approach plate. Within seconds, however, I spotted the airport almost directly below and executed an uneventful circling approach to runway 28L and landing. Problem: ILS approach made well above glide path charted. Contributing factors: monterey radar out of service, descent to lower altitude not authority/authorized, nor requested, prior to initial approach fix, pilot's lack of recent IFR experience (one approach in previous 4 months). Major factor: pilot's reliance on (dual) ILS indicators for flight path guidance west/O xchking other instruments (altimeter, DME distance readout) with charted descent profile. Recommendations: ATC not issue approach clearance until aircraft within 1000' of appropriate altitude for route segment. Pilot action: dual instruction has been scheduled with cfii to review and practice instrument procedures.

Related reports:

Google
 

Original NASA ASRS Text

Title: SMA PLT FINDS HIMSELF MUCH TOO HIGH TO COMPLETE AN ILS APCH AND CIRCLES TO LAND AFTER GETTING VMC.

Narrative: WHILE ON IFR FLT PLAN FROM PAO TO MRY, I WAS CLRED FOR THE ILS RWY 10R APCH TO MRY AFTER PASSING THE MUNSO LOM AND BEGINNING THE PROC TURN OUTBND. MY PREVIOUSLY ASSIGNED ALT WAS 7000' AND I BEGAN A RAPID DSNT, GEAR AND FLAPS DOWN, WHILE COMPLETING THE PROC TURN AND INTERCEPTING THE LOC. BOTH #1 AND #2 NAV RADIOS WERE TUNED TO I-MRY AND BOTH INDICATED CENTERED INDICATIONS WHEN ARRIVING AT ABOUT 4300' IN IMC. I TRACKED INBND WITH A 500'/MIN DSNT RATE, BUT HAD MORE DIFFICULTY THAN USUAL REMAINING ON THE G/S. THE MIDDLE MARKER WAS PASSED AT APPROX 3100' ALT, AT WHICH TIME I REALIZED MY ALT WAS ABOUT 2700' HIGH AND THAT THE COURSE I WAS DSNDING ON WAS NOT THE PROFILE DEPICTED ON THE APCH PLATE. WITHIN SECONDS, HOWEVER, I SPOTTED THE ARPT ALMOST DIRECTLY BELOW AND EXECUTED AN UNEVENTFUL CIRCLING APCH TO RWY 28L AND LNDG. PROB: ILS APCH MADE WELL ABOVE GLIDE PATH CHARTED. CONTRIBUTING FACTORS: MONTEREY RADAR OUT OF SVC, DSNT TO LOWER ALT NOT AUTH, NOR REQUESTED, PRIOR TO INITIAL APCH FIX, PLT'S LACK OF RECENT IFR EXPERIENCE (ONE APCH IN PREVIOUS 4 MONTHS). MAJOR FACTOR: PLT'S RELIANCE ON (DUAL) ILS INDICATORS FOR FLT PATH GUIDANCE W/O XCHKING OTHER INSTRUMENTS (ALTIMETER, DME DISTANCE READOUT) WITH CHARTED DSNT PROFILE. RECOMMENDATIONS: ATC NOT ISSUE APCH CLRNC UNTIL ACFT WITHIN 1000' OF APPROPRIATE ALT FOR RTE SEGMENT. PLT ACTION: DUAL INSTRUCTION HAS BEEN SCHEDULED WITH CFII TO REVIEW AND PRACTICE INSTRUMENT PROCS.

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.