Narrative:

I was attempting for the third time the lda 33 approach. I was cleared for the approach at or above 2;000 feet until established. I misidentified the final approach fix and had begun descending below 2;000 feet to 1;200 feet too early on the approach as a result. The controller informed me that I was supposed to be at 2;000 feet or above; and I immediately began to climb. This event took place in less than 3 minutes; and the controller's altitude/terrain collision avoidance system likely helped alert us about the situation. This was a holiday but ATC was clearly alert and the system and its safeguards helped avert a potentially serious incursion with terrain. (I was over water with few obstacles below me; but serious harm was averted thanks to the controller's watchful eye and a functioning alerting system.) fatigue and anxiety (my alternate airport was also rapidly approaching minimums) likely led to my increasing desire to want to land in the face of worsening weather (a 1.1 hr flight turned into 2.8 hrs); and these human factors likely contributed to my misidentifying the intersection. A functioning ATC system with appropriate safeguarding led to a positive outcome. Increased training and practice will likely correct this situation. I have practiced more frequently by simulator and consulted with an instructor since this event. In the future; after multiple missed approaches; I will select a more appropriate alternate (in retrospect; a nearby class B airport would have been a better choice.) in addition; I will be more diligent in following closely the weather to better inform a go/no go decision.

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Original NASA ASRS Text

Title: An IMC PA-28 pilot began an early descent after he misidentified a final approach but was told by the TRACON to remain at 2;000 FT because of obstacles. Fatigue; anxiety and lack of proficiency were identified as part of the reporter's problem on two previous unsuccessful approaches.

Narrative: I was attempting for the third time the LDA 33 approach. I was cleared for the approach at or above 2;000 feet until established. I misidentified the final approach fix and had begun descending below 2;000 feet to 1;200 feet too early on the approach as a result. The Controller informed me that I was supposed to be at 2;000 feet or above; and I immediately began to climb. This event took place in less than 3 minutes; and the Controller's altitude/terrain collision avoidance system likely helped alert us about the situation. This was a holiday but ATC was clearly alert and the system and its safeguards helped avert a potentially serious incursion with terrain. (I was over water with few obstacles below me; but serious harm was averted thanks to the Controller's watchful eye and a functioning alerting system.) Fatigue and anxiety (my alternate airport was also rapidly approaching minimums) likely led to my increasing desire to want to land in the face of worsening weather (a 1.1 hr flight turned into 2.8 hrs); and these human factors likely contributed to my misidentifying the intersection. A functioning ATC system with appropriate safeguarding led to a positive outcome. Increased training and practice will likely correct this situation. I have practiced more frequently by simulator and consulted with an instructor since this event. In the future; after multiple missed approaches; I will select a more appropriate alternate (in retrospect; a nearby Class B airport would have been a better choice.) In addition; I will be more diligent in following closely the weather to better inform a go/no go decision.

Data retrieved from NASA's ASRS site as of July 2013 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.