Atx small transport altitude deviation overshot during descent in icing conditions, then was unable ...

Attributes
ACN	171991
Time
Date	199102
Day	Thu
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : las
State Reference	NV
Altitude	msl bound lower : 9500 msl bound upper : 10000
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : las
Operator	common carrier : air taxi
Make Model Name	Small Transport, Low Wing, 2 Recip Eng
Flight Phase	descent : approach descent other
Route In Use	approach : visual enroute : on vectors
Flight Plan	IFR
Person 1
Affiliation	company : air taxi
Function	flight crew : single pilot
Qualification	pilot : instrument pilot : commercial pilot : cfi
Experience	flight time last 90 days : 150 flight time total : 3000 flight time type : 200
ASRS Report	171991
Person 2
Affiliation	government : faa
Function	controller : approach
Qualification	controller : radar
Events
Anomaly	altitude deviation : overshoot inflight encounter : weather non adherence : clearance
Independent Detector	other flight crewa
Resolutory Action	flight crew : returned to intended course or assigned course
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation
Situations
Publication	Unspecified

Narrative:

En route to vgt from bur at 11000', center informed vgt was down for fog and so was las. Holding patterns were issued. After holding for 30 mins IMC with 1/2' of ice and moderate turbulence, I decided to proceed to my alternate, a VFR airport on the state line. Proceeding there, center informed that las was above minimums and accepting arrs. Changed plans and requested ILS to las. Handed over to las approach. They issued instruction to descend from 11000' to 10000'. IMC in the descent and getting thrown around in the soup and ice still building, I started my level off at 1000' but was unable to stop the descent rate due to the turbulence and weight of my aircraft due to ice. Lost 500' before I could stop the descent and climb back to altitude of 10000' (also full power was applied trying to stop aircraft descent). Leveled again at 10000'. This could have been avoided if I had started my level off earlier. Instead of at 10000' due to the turbulence and ice buildup, I should have led the level off. And if this wasn't enough for the day, being vectored for the ILS 25L las, I set up my approach, but the only plate I had was ILS 25R. Navigation aids set but no idents. Navigation flags on. I could not receive any signal. They were reporting 500' overcast, 1 mi on runway 25, but I could see 19L and right from 20 mi out. They were not covered in fog. Instead of telling ATC I couldn't receive the ILS, I asked for a visibility to 19. They cleared me for it and I landed uneventfully. Upon landing, I called the tower asking if they had an approach plate issued for the ILS 25L. He said they did. I asked other pilots in company for a copy, but no one had it. All of us keep current charts. 3 days after the incident, I received my revisions with the ILS 25L approach plate. Dangers using an approach that no one has a chart for! Company computer didn't issue any NOTAMS for it, nor did ATIS say anything! I'm glad the WX was ok to see the other runways.

Original NASA ASRS Text

Title: ATX SMT ALT DEVIATION OVERSHOT DURING DESCENT IN ICING CONDITIONS, THEN WAS UNABLE TO COMPLETE AN ILS APCH TO RWY 25L BECAUSE HE DID NOT HAVE AN APCH PLATE FOR THAT RWY.

Narrative: ENRTE TO VGT FROM BUR AT 11000', CENTER INFORMED VGT WAS DOWN FOR FOG AND SO WAS LAS. HOLDING PATTERNS WERE ISSUED. AFTER HOLDING FOR 30 MINS IMC WITH 1/2' OF ICE AND MODERATE TURB, I DECIDED TO PROCEED TO MY ALTERNATE, A VFR ARPT ON THE STATE LINE. PROCEEDING THERE, CENTER INFORMED THAT LAS WAS ABOVE MINIMUMS AND ACCEPTING ARRS. CHANGED PLANS AND REQUESTED ILS TO LAS. HANDED OVER TO LAS APCH. THEY ISSUED INSTRUCTION TO DSND FROM 11000' TO 10000'. IMC IN THE DSNT AND GETTING THROWN AROUND IN THE SOUP AND ICE STILL BUILDING, I STARTED MY LEVEL OFF AT 1000' BUT WAS UNABLE TO STOP THE DSNT RATE DUE TO THE TURB AND WT OF MY ACFT DUE TO ICE. LOST 500' BEFORE I COULD STOP THE DSNT AND CLB BACK TO ALT OF 10000' (ALSO FULL PWR WAS APPLIED TRYING TO STOP ACFT DSNT). LEVELED AGAIN AT 10000'. THIS COULD HAVE BEEN AVOIDED IF I HAD STARTED MY LEVEL OFF EARLIER. INSTEAD OF AT 10000' DUE TO THE TURB AND ICE BUILDUP, I SHOULD HAVE LED THE LEVEL OFF. AND IF THIS WASN'T ENOUGH FOR THE DAY, BEING VECTORED FOR THE ILS 25L LAS, I SET UP MY APCH, BUT THE ONLY PLATE I HAD WAS ILS 25R. NAV AIDS SET BUT NO IDENTS. NAV FLAGS ON. I COULD NOT RECEIVE ANY SIGNAL. THEY WERE RPTING 500' OVCST, 1 MI ON RWY 25, BUT I COULD SEE 19L AND R FROM 20 MI OUT. THEY WERE NOT COVERED IN FOG. INSTEAD OF TELLING ATC I COULDN'T RECEIVE THE ILS, I ASKED FOR A VIS TO 19. THEY CLRED ME FOR IT AND I LANDED UNEVENTFULLY. UPON LNDG, I CALLED THE TWR ASKING IF THEY HAD AN APCH PLATE ISSUED FOR THE ILS 25L. HE SAID THEY DID. I ASKED OTHER PLTS IN COMPANY FOR A COPY, BUT NO ONE HAD IT. ALL OF US KEEP CURRENT CHARTS. 3 DAYS AFTER THE INCIDENT, I RECEIVED MY REVISIONS WITH THE ILS 25L APCH PLATE. DANGERS USING AN APCH THAT NO ONE HAS A CHART FOR! COMPANY COMPUTER DIDN'T ISSUE ANY NOTAMS FOR IT, NOR DID ATIS SAY ANYTHING! I'M GLAD THE WX WAS OK TO SEE THE OTHER RWYS.

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.

Atx small transport altitude deviation overshot during descent in icing conditions, then was unable to complete an ILS approach to runway 25L because he did not have an approach plate for that runway.