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Aerostar 601P aircraft on arrival and approach in IMC, reporter pilot became disoriented and didn't have the proper approach chart for the assigned runway. Approach controllers helped reporter with vectors, frequencys, etc. Initially, an autoplt malfunction contributed to reporter's difficulty.
| Attributes | |
| ACN | 387550 |
| Time | |
| Date | 199712 |
| Day | Tue |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : slc |
| State Reference | UT |
| Altitude | msl bound lower : 17000 msl bound upper : 17000 |
| Environment | |
| Flight Conditions | IMC |
| Aircraft 1 | |
| Controlling Facilities | tracon : slc |
| Operator | general aviation : personal |
| Make Model Name | PA-60 601/601P Aerostar |
| Operating Under FAR Part | Part 91 |
| Flight Phase | descent : approach descent other landing other |
| Route In Use | arrival other enroute airway : slc |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | Other |
| Function | flight crew : single pilot |
| Qualification | pilot : instrument |
| Experience | flight time last 90 days : 63 flight time total : 3110 flight time type : 136 |
| ASRS Report | 387550 |
| Person 2 | |
| Affiliation | government : faa |
| Function | controller : approach |
| Qualification | controller : radar |
| Events | |
| Anomaly | aircraft equipment problem : less severe other spatial deviation |
| Independent Detector | other controllera |
| Resolutory Action | controller : issued new clearance flight crew : regained aircraft control other |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
I was on an IFR flight from apa to slc in IMC. On my initial clearance, I was given expect myton, spane 3 arrival. Sometime prior to arriving at myton, I lost my autoplt. It went into a steep climb and an audible buzzer went off. The only way I could shut it down was by shutting down the autoplt master switch. At myton I was given a descent to 15000 ft and direct to fairfield. I was tuning in to ATIS for slc and looking at the spane 3 arrival. Looking at spane 3 I was expecting a runway 16 approach. Approach asked my speed and I responded 220 KTS. He asked me to slow to and hold 190 KTS and descend to 11000 ft. I finally came around the point and got ATIS. It said landing runway 34R and runway 35. The controller then said expect localizer runway 34R although for some reason I misunderstood and wrote down runway 35R on my knee board. I then frantically looked in commercial chart for a localizer runway 35R to no avail. Both my passenger and myself looked. While looking, I was told I had gone through the OM. The controller was very patient with me and gave me the correct frequency for runway 34R after I had tuned in runway 34L in my panic state. All the while in addition to my confusion I had held 70% power to maintain 190 KTS. With the controller's help I did land on runway 35 after executing a runway 34R approach. I was not prepared for the approach and when the autoplt went out it made it more difficult to prepare myself. In addition, I tried to maintain 190 KTS which is at least 50 KTS faster than I should have allowed. The controllers were very good to work with and saved the day for my mistakes.
Original NASA ASRS Text
Title: AEROSTAR 601P ACFT ON ARR AND APCH IN IMC, RPTR PLT BECAME DISORIENTED AND DIDN'T HAVE THE PROPER APCH CHART FOR THE ASSIGNED RWY. APCH CTLRS HELPED RPTR WITH VECTORS, FREQS, ETC. INITIALLY, AN AUTOPLT MALFUNCTION CONTRIBUTED TO RPTR'S DIFFICULTY.
Narrative: I WAS ON AN IFR FLT FROM APA TO SLC IN IMC. ON MY INITIAL CLRNC, I WAS GIVEN EXPECT MYTON, SPANE 3 ARR. SOMETIME PRIOR TO ARRIVING AT MYTON, I LOST MY AUTOPLT. IT WENT INTO A STEEP CLB AND AN AUDIBLE BUZZER WENT OFF. THE ONLY WAY I COULD SHUT IT DOWN WAS BY SHUTTING DOWN THE AUTOPLT MASTER SWITCH. AT MYTON I WAS GIVEN A DSCNT TO 15000 FT AND DIRECT TO FAIRFIELD. I WAS TUNING IN TO ATIS FOR SLC AND LOOKING AT THE SPANE 3 ARR. LOOKING AT SPANE 3 I WAS EXPECTING A RWY 16 APCH. APCH ASKED MY SPD AND I RESPONDED 220 KTS. HE ASKED ME TO SLOW TO AND HOLD 190 KTS AND DSND TO 11000 FT. I FINALLY CAME AROUND THE POINT AND GOT ATIS. IT SAID LNDG RWY 34R AND RWY 35. THE CTLR THEN SAID EXPECT LOC RWY 34R ALTHOUGH FOR SOME REASON I MISUNDERSTOOD AND WROTE DOWN RWY 35R ON MY KNEE BOARD. I THEN FRANTICALLY LOOKED IN COMMERCIAL CHART FOR A LOC RWY 35R TO NO AVAIL. BOTH MY PAX AND MYSELF LOOKED. WHILE LOOKING, I WAS TOLD I HAD GONE THROUGH THE OM. THE CTLR WAS VERY PATIENT WITH ME AND GAVE ME THE CORRECT FREQ FOR RWY 34R AFTER I HAD TUNED IN RWY 34L IN MY PANIC STATE. ALL THE WHILE IN ADDITION TO MY CONFUSION I HAD HELD 70% PWR TO MAINTAIN 190 KTS. WITH THE CTLR'S HELP I DID LAND ON RWY 35 AFTER EXECUTING A RWY 34R APCH. I WAS NOT PREPARED FOR THE APCH AND WHEN THE AUTOPLT WENT OUT IT MADE IT MORE DIFFICULT TO PREPARE MYSELF. IN ADDITION, I TRIED TO MAINTAIN 190 KTS WHICH IS AT LEAST 50 KTS FASTER THAN I SHOULD HAVE ALLOWED. THE CTLRS WERE VERY GOOD TO WORK WITH AND SAVED THE DAY FOR MY MISTAKES.
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.