Narrative:

Flying from seg (selinsgrove, PA) to lns (lancaster) VFR. Checked with flight service and forecast was for 3-5 NM with 3200 ft overcast and scattered 1800 ft. Listened to ATIS at lns at 30 mi and they were reporting 3200 ft and about 5 mi and visual approach to runway 8. I was flying about 2400 ft with thin clouds below and overcast overhead. At 15 mi, I reported into lns tower. They said they had just gone IFR. They recommended I call harrisburg approach. I explained the problem and they offered vectors to ILS runway 8 lns. I had the approach plates and set up the garmin 430 for the approach using the autoplt. I have never flown IFR without my wife, who is IFR rated and current also. We share the duties. The copilot makes sure the proper approach plates are used, goes through the approach checklist, sets up the radios and generally sits back and monitors that the appropriate power settings and speeds are followed on the checklist. The flight went fine until the plane passed through the localizer on autoplt. Because of the failure of the autoplt to lock on, I called approach control and asked for vectors for another try. While following the new vectors, trying to figure out what went wrong, I drifted up from my assigned 3600 ft and 3800 ft and was sloppy on maintaining my heading. I was told by approach to stay at 3000 ft. I decided I could not troubleshoot the garmin 430 autoplt and also fly the plane. So, I hand flew the plane and used it to back up the garmin 430 vloc and CDI head. The equipment wasn't giving any information anyway. With less than perfect form, I flew the 2ND approach to a landing. Will have to go up and try to figure out why the autoplt did not work (pilot error setting up probably) and I practice single pilot IFR, although 99% of my flying is with my wife.

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Original NASA ASRS Text

Title: SR20 PLT ON VFR FLT PLAN TO LNS IN DETERIORATING WX RECEIVED AN IFR APCH CLRNC BUT HAD DIFFICULTY WITH THE AUTOMATION DURING APCH.

Narrative: FLYING FROM SEG (SELINSGROVE, PA) TO LNS (LANCASTER) VFR. CHKED WITH FLT SVC AND FORECAST WAS FOR 3-5 NM WITH 3200 FT OVCST AND SCATTERED 1800 FT. LISTENED TO ATIS AT LNS AT 30 MI AND THEY WERE RPTING 3200 FT AND ABOUT 5 MI AND VISUAL APCH TO RWY 8. I WAS FLYING ABOUT 2400 FT WITH THIN CLOUDS BELOW AND OVCST OVERHEAD. AT 15 MI, I RPTED INTO LNS TWR. THEY SAID THEY HAD JUST GONE IFR. THEY RECOMMENDED I CALL HARRISBURG APCH. I EXPLAINED THE PROB AND THEY OFFERED VECTORS TO ILS RWY 8 LNS. I HAD THE APCH PLATES AND SET UP THE GARMIN 430 FOR THE APCH USING THE AUTOPLT. I HAVE NEVER FLOWN IFR WITHOUT MY WIFE, WHO IS IFR RATED AND CURRENT ALSO. WE SHARE THE DUTIES. THE COPLT MAKES SURE THE PROPER APCH PLATES ARE USED, GOES THROUGH THE APCH CHKLIST, SETS UP THE RADIOS AND GENERALLY SITS BACK AND MONITORS THAT THE APPROPRIATE PWR SETTINGS AND SPDS ARE FOLLOWED ON THE CHKLIST. THE FLT WENT FINE UNTIL THE PLANE PASSED THROUGH THE LOC ON AUTOPLT. BECAUSE OF THE FAILURE OF THE AUTOPLT TO LOCK ON, I CALLED APCH CTL AND ASKED FOR VECTORS FOR ANOTHER TRY. WHILE FOLLOWING THE NEW VECTORS, TRYING TO FIGURE OUT WHAT WENT WRONG, I DRIFTED UP FROM MY ASSIGNED 3600 FT AND 3800 FT AND WAS SLOPPY ON MAINTAINING MY HEADING. I WAS TOLD BY APCH TO STAY AT 3000 FT. I DECIDED I COULD NOT TROUBLESHOOT THE GARMIN 430 AUTOPLT AND ALSO FLY THE PLANE. SO, I HAND FLEW THE PLANE AND USED IT TO BACK UP THE GARMIN 430 VLOC AND CDI HEAD. THE EQUIP WASN'T GIVING ANY INFO ANYWAY. WITH LESS THAN PERFECT FORM, I FLEW THE 2ND APCH TO A LNDG. WILL HAVE TO GO UP AND TRY TO FIGURE OUT WHY THE AUTOPLT DID NOT WORK (PLT ERROR SETTING UP PROBABLY) AND I PRACTICE SINGLE PLT IFR, ALTHOUGH 99% OF MY FLYING IS WITH MY WIFE.

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.