Narrative:

I departed in a helicopter. We were filed IFR direct to sbn. After departure we were in IMC conditions. I was notified by center that they had lost my transponder signal and for me to recycle the transponder; which I did. The results were negative. Center then told me to continue and that they would advise when they picked up my signal again. I continued on to sbn as instructed and approximately 10 minutes later center contacted me and stated that they have me on radar again; I acknowledged.approximately 11 miles out from sbn I had not heard from center on assigned frequency so I attempted to contact them twice. The results were negative so I changed to an alternate frequency and they acknowledged my call. I advised that I was requesting vectors for the ILS runway 09R approach into sbn. By this time I was about 2 miles south of the knute final approach fix. I realized that I needed to turn left to get outside of the FAF (knute) but received right turn which gave me a ninety degree intercept of the final approach inbound course. When cleared for the approach which was simultaneous with the turn I armed the approach and glide slope functions on the autopilot. By this time the aircraft had flown over the FAF and through the final approach course and made a very steep turn to the right attempting to get back on course. The aircraft then flew through the course going south at which time I put hands on the controls and attempted to turn the aircraft back left onto the final course. At that time I disengaged the autopilot to gain control of the aircraft and that's when the aircraft went into an unusual attitude for a moment.I got the aircraft back under control and reengaged the autopilot in the heading mode and declared an emergency; began a climb; asked for the nearest VFR. ATC said the best he could do was vector me over the airport to see if I could see the field. I told him that I could not see the field since we were above the initial altitude assigned and that we could not see the field at that time. I then asked for another approach; the RNAV (GPS) 09R approach. The controller acknowledged and said he would have to give me a vector 180 degrees. I turn to the west as instructed and set the aircraft for the RNAV GPS 09R approach. The controller said something about the FAF for the ILS runway 27L so I questioned him again and he said you are doing the ILS runway 09R approach again aren't you? I told him that I had requested the RNAV GPS 09R approach; but that I would set the aircraft for the ILS runway 09R approach again. He acknowledged the ILS runway 09R approach and stated he was sorry for the turn earlier and that he was not used to helicopters and that he normally deals with airplanes.while being vectored for the approach I noticed that we were paralleling the inbound course approximately two miles to the south. I asked the controller prior to turning us to intercept the inbound course I would like a turn to the south to allow a normal rate of turn to intercept the inbound course. The controller acknowledged and gave me a turn to the southwest; followed by a turn to the northeast then cleared for the ILS runway 09R approach. I engaged the approach and glide slope modes on the autopilot and the aircraft turned on course. While on the approach I heard center talking to another aircraft inbound for sbn. The aircraft asked center where was the location of our aircraft and they answered that they did not know. I immediately contacted center and advised that we were over knute (FAF). The controller acknowledged and stated the options to cancel our flight plan and said that he forgot to tell me to maintain 3;000 feet until established on the localizer inbound and again apologized for the turn earlier. The remainder of the approach was a non-event and landed at sbn.I believe the problem with the lost communications and radar contact is due to being on the edge of center's area of coverage; for the altitude I was assigned. However; the initial vector and approach clearance was inexcusable; no aircraft in IMC conditions should be turned onto the final course outside of the approach gate. The excuse of not being familiar with helicopters versus airplanes is not valid; all category a aircraft fly an instrument approach using the same parameters. In the future I will not allow ATC to put me and the passengers in such a dangerous position. I believe the controller which was directing the aircraft that early morning should receive additional training.

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Original NASA ASRS Text

Title: An IFR Helicopter flying the SBN ILS 9R IMC was vectored too close to the final approach fix which caused erratic autopilot behavior. The pilot executed a missed approach and was vectored back for a successful approach. While enroute SBN; communications with Center was erratic because of low altitude flight.

Narrative: I departed in a helicopter. We were filed IFR direct to SBN. After departure we were in IMC conditions. I was notified by Center that they had lost my transponder signal and for me to recycle the transponder; which I did. The results were negative. Center then told me to continue and that they would advise when they picked up my signal again. I continued on to SBN as instructed and approximately 10 minutes later Center contacted me and stated that they have me on radar again; I acknowledged.Approximately 11 miles out from SBN I had not heard from Center on assigned frequency so I attempted to contact them twice. The results were negative so I changed to an alternate frequency and they acknowledged my call. I advised that I was requesting vectors for the ILS Runway 09R approach into SBN. By this time I was about 2 miles South of the KNUTE final approach fix. I realized that I needed to turn left to get outside of the FAF (KNUTE) but received right turn which gave me a ninety degree intercept of the final approach inbound course. When cleared for the approach which was simultaneous with the turn I armed the approach and glide slope functions on the autopilot. By this time the aircraft had flown over the FAF and through the final approach course and made a very steep turn to the right attempting to get back on course. The aircraft then flew through the course going south at which time I put hands on the controls and attempted to turn the aircraft back left onto the final course. At that time I disengaged the autopilot to gain control of the aircraft and that's when the aircraft went into an unusual attitude for a moment.I got the aircraft back under control and reengaged the autopilot in the heading mode and declared an emergency; began a climb; asked for the nearest VFR. ATC said the best he could do was vector me over the airport to see if I could see the field. I told him that I could not see the field since we were above the initial altitude assigned and that we could not see the field at that time. I then asked for another approach; the RNAV (GPS) 09R approach. The controller acknowledged and said he would have to give me a vector 180 degrees. I turn to the West as instructed and set the aircraft for the RNAV GPS 09R approach. The controller said something about the FAF for the ILS Runway 27L so I questioned him again and he said you are doing the ILS Runway 09R approach again aren't you? I told him that I had requested the RNAV GPS 09R approach; but that I would set the aircraft for the ILS Runway 09R approach again. He acknowledged the ILS Runway 09R approach and stated he was sorry for the turn earlier and that he was not used to helicopters and that he normally deals with airplanes.While being vectored for the approach I noticed that we were paralleling the inbound course approximately two miles to the south. I asked the controller prior to turning us to intercept the inbound course I would like a turn to the south to allow a normal rate of turn to intercept the inbound course. The controller acknowledged and gave me a turn to the southwest; followed by a turn to the northeast then cleared for the ILS Runway 09R approach. I engaged the approach and glide slope modes on the autopilot and the aircraft turned on course. While on the approach I heard Center talking to another aircraft inbound for SBN. The aircraft asked Center where was the location of our aircraft and they answered that they did not know. I immediately contacted Center and advised that we were over KNUTE (FAF). The controller acknowledged and stated the options to cancel our flight plan and said that he forgot to tell me to maintain 3;000 feet until established on the localizer inbound and again apologized for the turn earlier. The remainder of the approach was a non-event and landed at SBN.I believe the problem with the lost communications and radar contact is due to being on the edge of Center's area of coverage; for the altitude I was assigned. However; the initial vector and approach clearance was inexcusable; no aircraft in IMC conditions should be turned onto the final course outside of the approach gate. The excuse of not being familiar with helicopters versus airplanes is not valid; all Category A aircraft fly an instrument approach using the same parameters. In the future I will not allow ATC to put me and the passengers in such a dangerous position. I believe the controller which was directing the aircraft that early morning should receive additional training.

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.