Narrative:

I was flying from sfo to rdm. I had been to rdm about 3 or 4 times total. My first officer had been to rdm several times in the last several weeks. I spent most of the cruise segment playing with the onboard radar. There was thunderstorm activity (widely scattered) along our flight and in the general area of rdm. All approachs there are 'own navigation,' the only such airport within the system that I fly to. I was the PF, and briefed for a DME arc to the ILS 22. Center cleared us direct bodey, the LOM, and then the ILS 22. This would require a procedure turn. I rebriefed the approach. I set my radios up as follows: active course-localizer 1, 109.1 (rdm ILS 22); course 222 degrees present course-not showing. Bearing pointer-bodey, 411 (LOM). DME was held on the rdm VOR. I idented bodey. My first officer stated he would identify the ILS when he could receive it. The WX at rdm was approximately 4000' broken-overcast (7000' MSL) with scattered trw. Visibility beneath the clouds was restr by rain to about 5 mi. I tracked inbound to bodey and was watching the DME. As the DME approached 12 NM, I commented that we should be approaching bodey. Shortly thereafter, my first officer called 'localizer alive.' I had mentally set up the procedure turn using the NDB. With the localizer alive call I thought, 'the localizer is much more accurate; use it, stupid.' as I turned outbnd on the localizer I noticed the ADF needle did not clearly indicate station passage. I attributed this to not passing directly over the station. I descended to 6500' and flew outbnd for 1 min. By this time we were at the lower edge of the clouds, but visibility was poor with the rain (especially on the wind screen). After 1 min I executed a 90-270 degree procedure turn and reintercepted the localizer, descending to 6000'. I started to experience a lot of difficulty holding the localizer centerline. The needle was extremely sensitive. I mentioned this to my first officer. I also realized with my preoccupation with the twitching localizer, my G/south was full scale fly down. I commented on the G/south to which my first officer replied there was a G/south flag. Again I mentally kicked myself. Since we were still outside the LOM, I asked my first officer to brief the localizer only minimums, which he did. My first officer then called the airport in sight. I started dividing my time between looking for the airport and flying the approach. I spotted the airport pretty quickly, but could only see the crossing runway (10-28), not runway 22. I was thoroughly confused and very uncomfortable. I asked my first officer if he had idented the localizer (G/south still inoperative). He said no, he had forgotten to. At that point I declared a miss. The missed approach procedure calls for slight (approximately 20 degrees) climbing right turn to rdm VOR. After establishing a climb, I tuned in rdm VOR. To proceed direct called for almost a 90 degree right turn. At that point things fell into place. Unsure of exactly why the localizer was so far off, I asked for and executed the VOR-a approach to rdm west/O further problems. Inbound to bodey we crossed the edge of the localizer signal. We interpreted it as the centerline of the localizer. We proceeded to make the procedure turn well south of the actual centerline. Inbound from the procedure turn I was trying to fly the edge of the localizer signal. The G/south was inoperative because the signals does not reach that for laterally. The airport we were lined up with was bend municipal, which has one n-s runway.

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Original NASA ASRS Text

Title: COMMUTER LTT CONTROLLED FLT TOWARD TERRAIN WHILE TRYING TO FLY AN IAP ILS APCH TO RDM.

Narrative: I WAS FLYING FROM SFO TO RDM. I HAD BEEN TO RDM ABOUT 3 OR 4 TIMES TOTAL. MY F/O HAD BEEN TO RDM SEVERAL TIMES IN THE LAST SEVERAL WKS. I SPENT MOST OF THE CRUISE SEGMENT PLAYING WITH THE ONBOARD RADAR. THERE WAS TSTM ACTIVITY (WIDELY SCATTERED) ALONG OUR FLT AND IN THE GENERAL AREA OF RDM. ALL APCHS THERE ARE 'OWN NAV,' THE ONLY SUCH ARPT WITHIN THE SYS THAT I FLY TO. I WAS THE PF, AND BRIEFED FOR A DME ARC TO THE ILS 22. CENTER CLRED US DIRECT BODEY, THE LOM, AND THEN THE ILS 22. THIS WOULD REQUIRE A PROC TURN. I REBRIEFED THE APCH. I SET MY RADIOS UP AS FOLLOWS: ACTIVE COURSE-LOC 1, 109.1 (RDM ILS 22); COURSE 222 DEGS PRESENT COURSE-NOT SHOWING. BEARING POINTER-BODEY, 411 (LOM). DME WAS HELD ON THE RDM VOR. I IDENTED BODEY. MY F/O STATED HE WOULD IDENT THE ILS WHEN HE COULD RECEIVE IT. THE WX AT RDM WAS APPROX 4000' BROKEN-OVCST (7000' MSL) WITH SCATTERED TRW. VISIBILITY BENEATH THE CLOUDS WAS RESTR BY RAIN TO ABOUT 5 MI. I TRACKED INBND TO BODEY AND WAS WATCHING THE DME. AS THE DME APCHED 12 NM, I COMMENTED THAT WE SHOULD BE APCHING BODEY. SHORTLY THEREAFTER, MY F/O CALLED 'LOC ALIVE.' I HAD MENTALLY SET UP THE PROC TURN USING THE NDB. WITH THE LOC ALIVE CALL I THOUGHT, 'THE LOC IS MUCH MORE ACCURATE; USE IT, STUPID.' AS I TURNED OUTBND ON THE LOC I NOTICED THE ADF NEEDLE DID NOT CLEARLY INDICATE STATION PASSAGE. I ATTRIBUTED THIS TO NOT PASSING DIRECTLY OVER THE STATION. I DSNDED TO 6500' AND FLEW OUTBND FOR 1 MIN. BY THIS TIME WE WERE AT THE LOWER EDGE OF THE CLOUDS, BUT VISIBILITY WAS POOR WITH THE RAIN (ESPECIALLY ON THE WIND SCREEN). AFTER 1 MIN I EXECUTED A 90-270 DEG PROC TURN AND REINTERCEPTED THE LOC, DSNDING TO 6000'. I STARTED TO EXPERIENCE A LOT OF DIFFICULTY HOLDING THE LOC CENTERLINE. THE NEEDLE WAS EXTREMELY SENSITIVE. I MENTIONED THIS TO MY F/O. I ALSO REALIZED WITH MY PREOCCUPATION WITH THE TWITCHING LOC, MY G/S WAS FULL SCALE FLY DOWN. I COMMENTED ON THE G/S TO WHICH MY F/O REPLIED THERE WAS A G/S FLAG. AGAIN I MENTALLY KICKED MYSELF. SINCE WE WERE STILL OUTSIDE THE LOM, I ASKED MY F/O TO BRIEF THE LOC ONLY MINIMUMS, WHICH HE DID. MY F/O THEN CALLED THE ARPT IN SIGHT. I STARTED DIVIDING MY TIME BTWN LOOKING FOR THE ARPT AND FLYING THE APCH. I SPOTTED THE ARPT PRETTY QUICKLY, BUT COULD ONLY SEE THE XING RWY (10-28), NOT RWY 22. I WAS THOROUGHLY CONFUSED AND VERY UNCOMFORTABLE. I ASKED MY F/O IF HE HAD IDENTED THE LOC (G/S STILL INOP). HE SAID NO, HE HAD FORGOTTEN TO. AT THAT POINT I DECLARED A MISS. THE MISSED APCH PROC CALLS FOR SLIGHT (APPROX 20 DEGS) CLBING RIGHT TURN TO RDM VOR. AFTER ESTABLISHING A CLB, I TUNED IN RDM VOR. TO PROCEED DIRECT CALLED FOR ALMOST A 90 DEG RIGHT TURN. AT THAT POINT THINGS FELL INTO PLACE. UNSURE OF EXACTLY WHY THE LOC WAS SO FAR OFF, I ASKED FOR AND EXECUTED THE VOR-A APCH TO RDM W/O FURTHER PROBS. INBND TO BODEY WE CROSSED THE EDGE OF THE LOC SIGNAL. WE INTERPRETED IT AS THE CENTERLINE OF THE LOC. WE PROCEEDED TO MAKE THE PROC TURN WELL S OF THE ACTUAL CENTERLINE. INBND FROM THE PROC TURN I WAS TRYING TO FLY THE EDGE OF THE LOC SIGNAL. THE G/S WAS INOP BECAUSE THE SIGNALS DOES NOT REACH THAT FOR LATERALLY. THE ARPT WE WERE LINED UP WITH WAS BEND MUNICIPAL, WHICH HAS ONE N-S RWY.

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.