Proximity to ground in a hight operation.

Attributes
ACN	209440
Time
Date	199205
Day	Thu
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : eln
State Reference	WA
Altitude	msl bound lower : 8000 msl bound upper : 8900
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Controlling Facilities	artcc : zse
Operator	general aviation : instructional
Make Model Name	Small Aircraft, Low Wing, 1 Eng, Retractable Gear
Flight Phase	cruise other descent other
Flight Plan	IFR
Person 1
Affiliation	Other
Function	flight crew : single pilot instruction : trainee
Qualification	pilot : instrument pilot : cfi pilot : commercial
Experience	flight time last 90 days : 10 flight time total : 460 flight time type : 5
ASRS Report	209440
Person 2
Affiliation	Other
Function	instruction : instructor oversight : pic
Qualification	pilot : instrument pilot : commercial pilot : cfi
Events
Anomaly	altitude deviation : excursion from assigned altitude non adherence : clearance non adherence : published procedure other spatial deviation
Independent Detector	atc equipment other atc equipment : unspecified other controllera
Resolutory Action	controller : issued new clearance flight crew : exited adverse environment other
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Out to the 10 DME arc, and then around to the inbound course for the VOR a approach. We were cleared for the approach, and out of radar contact, which we felt gave us our option of transitions to approach phase. At 5 DME outbound from the VOR, we were issued a 'climb to 8900' instruction, and later, a request to call center by telephone after landing. On closer inspection of the approach plate we determined that the 003 degree radial is not a transition, and so no altitudes are published for the 'route.' in the darkened cockpit it was easy to mistake when combined with the workload of getting instrument training for the first time in a fast aircraft. I had talked through my intentions with the instructor during descent, and we both agreed with each other on what we were about to do -- even though it turned out to be an incorrect procedure. In the future, time spent briefing on the approach outside the cockpit in a comfortable surrounding will reduce this type of confusion. Also, having your instructor agree with what you say you're going to do doesn't mean you can relax about it -- the self- questioning process of single pilot IFR should be maintained, especially on approach and approach transition.

Original NASA ASRS Text

Title: PROX TO GND IN A HIGHT OP.

Narrative: OUT TO THE 10 DME ARC, AND THEN AROUND TO THE INBOUND COURSE FOR THE VOR A APCH. WE WERE CLRED FOR THE APCH, AND OUT OF RADAR CONTACT, WHICH WE FELT GAVE US OUR OPTION OF TRANSITIONS TO APCH PHASE. AT 5 DME OUTBOUND FROM THE VOR, WE WERE ISSUED A 'CLB TO 8900' INSTRUCTION, AND LATER, A REQUEST TO CALL CTR BY TELEPHONE AFTER LNDG. ON CLOSER INSPECTION OF THE APCH PLATE WE DETERMINED THAT THE 003 DEG RADIAL IS NOT A TRANSITION, AND SO NO ALTS ARE PUBLISHED FOR THE 'RTE.' IN THE DARKENED COCKPIT IT WAS EASY TO MISTAKE WHEN COMBINED WITH THE WORKLOAD OF GETTING INST TRAINING FOR THE FIRST TIME IN A FAST ACFT. I HAD TALKED THROUGH MY INTENTIONS WITH THE INSTRUCTOR DURING DSCNT, AND WE BOTH AGREED WITH EACH OTHER ON WHAT WE WERE ABOUT TO DO -- EVEN THOUGH IT TURNED OUT TO BE AN INCORRECT PROC. IN THE FUTURE, TIME SPENT BRIEFING ON THE APCH OUTSIDE THE COCKPIT IN A COMFORTABLE SURROUNDING WILL REDUCE THIS TYPE OF CONFUSION. ALSO, HAVING YOUR INSTRUCTOR AGREE WITH WHAT YOU SAY YOU'RE GOING TO DO DOESN'T MEAN YOU CAN RELAX ABOUT IT -- THE SELF- QUESTIONING PROCESS OF SINGLE PLT IFR SHOULD BE MAINTAINED, ESPECIALLY ON APCH AND APCH TRANSITION.

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.