Narrative:

A PA24 was in a sequence of 4 inbound to jnu. Two aircraft were ahead and the PA24 was first issued holding at ssr at 070. As aircraft #2 was executing the lda Z runway 8 approach; the PA24 was issued a clearance to lynns intersection via the lda X runway 8 approach route; maintain altitude 070; with no delay expected. Shortly after the PA24 progressed ssr; I determined that he would need to hold at lynns; while I awaited the arrival of the aircraft already on the approach. I issued holding instructions at lynns and the PA24 replied that he could not find the intersection lynns. I questioned the pilot as to why he could not find lynns and described the position of the intersection in reference to ssr and the localizer. The pilot said he found lynns on his radio. As the pilot progressed lynns and did not make the turn; I informed him to make a left 360 degree turn. Shortly after this; jnu tower called with an arrival on the inbound aircraft. The PA24 was making his left turn and I told him to maintain altitude 070 until lynns and cleared lda X runway 8 approach. The pilot replied that he still could not find lynns intersection. Communication at this point was very difficult with our frequency coverage and the pilot began to appear 'behind in the cockpit'. I issued vectors to join the lda; first a 180 heading and then a 100 heading. (As a side note; this aircraft had been flashing MSAW since progressing ssr the lowest altitude along the approach route and the holding pattern at lynns is 056. The MSA is 060 around ssr; 070 around lynns; and 080 about 7 miles north of lynns.) lynns is right on the edge of our wam (radar) coverage; and after being issued these headings; the PA24 turned left and headed south; turned eastbound and continued to turn north; not intercepting the lda but heading towards the 080 MSA. I called out to the PA24 and relayed through another aircraft to fly heading 180 immediately and to maintain alt 080. The PA24 regained radio contact with me and I tried to give another intercept to join the lda.I questioned the pilot to see if he was receiving the lda and issued the frequency for it. He stated he was not; that he was 'in the clouds' and I began to think that he might have an equipment malfunction. Several times the pilot appeared to fly in circles and even descended to altitude 058. I asked the pilot to fly heading 180 to vector him away from the high mia's I tried to have the pilot receive the ssr VOR but he could not. The pilot could not fly south in a straight line and I thought he might have spatial disorientation. I asked if he could fly a straight line and he was still randomly turning. I told him to turn at a standard rate and I would tell him to stop turn. This helped him to become reoriented and I climbed him to 080 to allow the aircraft holding to fly an approach into jnu. A local aircraft gave a tops report of 056 south of ssr and I issued this information and that jnu was IFR and asked the PA24 his intentions. He said he wanted to go to jnu; I told him I would be unable to issue an instrument approach but gave him the position of the gst airport and the reported ceiling of 075. The PA24 began to turn around towards jnu and stated that he had ground reference. I again stated the position of the gst airport and he said he had it in sight. I cleared him for a visual approach to gst airport and gave him the frequency information for gst and jnu radio to close his flight plan on the ground. During these events the PA24 was either in the protected holding pattern at lynns or in an appropriate MSA and although the MSAW was flashing he was at a safe altitude. He made rapid turns towards and away from the higher MSA but with poor frequency coverage and an aircraft holding at ssr at 080 I needed to continually evaluate his altitude and position resulting in my issuing and quickly changing altitude clearances. I am not sure if the pilot encountered any icing or lost control of his airplane when he descended to altitude 058. The transmitter position at jnu 133.9 has always been very poor and is hit or miss if you can use it. Jnu wam was very beneficial but having it expanded to the north would help to better cover the holding pattern at lynns. The erroneous MSAW flashing was very distracting and makes it difficult to trust.

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Original NASA ASRS Text

Title: ZAN Controller describes heading and altitude control difficulties detected while attempting to vector a PA24 pilot to the LDA X at JNU. Poor ATC communication capability north of JNU is also cited as an ongoing problem.

Narrative: A PA24 was in a sequence of 4 inbound to JNU. Two aircraft were ahead and the PA24 was first issued holding at SSR at 070. As aircraft #2 was executing the LDA Z RWY 8 approach; the PA24 was issued a clearance to LYNNS Intersection via the LDA X RWY 8 approach route; maintain altitude 070; with no delay expected. Shortly after the PA24 progressed SSR; I determined that he would need to hold at LYNNS; while I awaited the arrival of the aircraft already on the approach. I issued holding instructions at LYNNS and the PA24 replied that he could not find the intersection LYNNS. I questioned the pilot as to why he could not find LYNNS and described the position of the intersection in reference to SSR and the LOC. The pilot said he found LYNNS on his radio. As the pilot progressed LYNNS and did not make the turn; I informed him to make a left 360 degree turn. Shortly after this; JNU Tower called with an arrival on the inbound aircraft. The PA24 was making his left turn and I told him to maintain altitude 070 until LYNNS and cleared LDA X RWY 8 approach. The pilot replied that he still could not find LYNNS intersection. Communication at this point was very difficult with our frequency coverage and the pilot began to appear 'behind in the cockpit'. I issued vectors to join the LDA; first a 180 heading and then a 100 heading. (As a side note; this aircraft had been flashing MSAW since progressing SSR the lowest altitude along the approach route and the holding pattern at LYNNS is 056. The MSA is 060 around SSR; 070 around LYNNS; and 080 about 7 miles north of LYNNS.) LYNNS is right on the edge of our WAM (radar) coverage; and after being issued these headings; the PA24 turned left and headed south; turned eastbound and continued to turn north; not intercepting the LDA but heading towards the 080 MSA. I called out to the PA24 and relayed through another aircraft to fly heading 180 immediately and to maintain alt 080. The PA24 regained radio contact with me and I tried to give another intercept to join the LDA.I questioned the pilot to see if he was receiving the LDA and issued the frequency for it. He stated he was not; that he was 'in the clouds' and I began to think that he might have an equipment malfunction. Several times the pilot appeared to fly in circles and even descended to altitude 058. I asked the pilot to fly heading 180 to vector him away from the high MIA's I tried to have the pilot receive the SSR VOR but he could not. The pilot could not fly south in a straight line and I thought he might have spatial disorientation. I asked if he could fly a straight line and he was still randomly turning. I told him to turn at a standard rate and I would tell him to stop turn. This helped him to become reoriented and I climbed him to 080 to allow the aircraft holding to fly an approach into JNU. A local aircraft gave a tops report of 056 south of SSR and I issued this information and that JNU was IFR and asked the PA24 his intentions. He said he wanted to go to JNU; I told him I would be unable to issue an instrument approach but gave him the position of the GST airport and the reported ceiling of 075. The PA24 began to turn around towards JNU and stated that he had ground reference. I again stated the position of the GST airport and he said he had it in sight. I cleared him for a visual approach to GST airport and gave him the frequency information for GST and JNU radio to close his flight plan on the ground. During these events the PA24 was either in the protected holding pattern at LYNNS or in an appropriate MSA and although the MSAW was flashing he was at a safe altitude. He made rapid turns towards and away from the higher MSA but with poor frequency coverage and an aircraft holding at SSR at 080 I needed to continually evaluate his altitude and position resulting in my issuing and quickly changing altitude clearances. I am not sure if the pilot encountered any icing or lost control of his airplane when he descended to altitude 058. The transmitter position at JNU 133.9 has always been very poor and is hit or miss if you can use it. JNU WAM was very beneficial but having it expanded to the north would help to better cover the holding pattern at LYNNS. The erroneous MSAW flashing was very distracting and makes it difficult to trust.

Data retrieved from NASA's ASRS site 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.