Narrative:

As I understood the approach clearance, we were asked to fly '060 degrees, maintain 1500 ft (100 ft below published procedure turn altitude), 13 NM from melbourne, cleared for the straight in VOR runway 9R approach.' the heading we were asked to fly (060 degrees) provided us with a very slow intercept, given the crosswind (surface wind 020/25 gust 30) so after at least 3 mins (3 mi = 1 NM/min), I figured we were inside the 10 NM ring on the approach plate, we're cleared for approach and established on the inbound course so we descended to MDA, 600 ft (567 ft AGL). The approach controller then said, 'say altitude' and advised us that we were still 12 NM from the VOR. We therefore climbed back to 1500 ft and were subsequently vectored to the southwest for sequencing then back around (eventually) to the final approach course. We advised 'minimum fuel' to avoid any inordinate delay. Furthermore we were concerned that we were not receiving a usable bearing on the sqt NDB which would have allowed us to get beneath cloud (MDA 440/407). We asked for radar identify of satellite (sqt) and completed the approach. Factors involved: get homeitis -- trying to get late night visual on runway. Poor NDB reception -- concern at not being able to descend lower, later on approach. No DME strong headwind -- unable to identify when within 10 NM. I believe the fact that I had spent 8 hours prior to the night flight involved in manual work contributed to this occurrence. Looking back, had I been sharper I should have simply asked for radar identify of the 10 mi point which would have allowed us a safe descent.

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Original NASA ASRS Text

Title: SMA DSNDED PREMATURELY TO MDA. CFIT.

Narrative: AS I UNDERSTOOD THE APCH CLRNC, WE WERE ASKED TO FLY '060 DEGS, MAINTAIN 1500 FT (100 FT BELOW PUBLISHED PROC TURN ALT), 13 NM FROM MELBOURNE, CLRED FOR THE STRAIGHT IN VOR RWY 9R APCH.' THE HDG WE WERE ASKED TO FLY (060 DEGS) PROVIDED US WITH A VERY SLOW INTERCEPT, GIVEN THE XWIND (SURFACE WIND 020/25 GUST 30) SO AFTER AT LEAST 3 MINS (3 MI = 1 NM/MIN), I FIGURED WE WERE INSIDE THE 10 NM RING ON THE APCH PLATE, WE'RE CLRED FOR APCH AND ESTABLISHED ON THE INBOUND COURSE SO WE DSNDED TO MDA, 600 FT (567 FT AGL). THE APCH CTLR THEN SAID, 'SAY ALT' AND ADVISED US THAT WE WERE STILL 12 NM FROM THE VOR. WE THEREFORE CLBED BACK TO 1500 FT AND WERE SUBSEQUENTLY VECTORED TO THE SW FOR SEQUENCING THEN BACK AROUND (EVENTUALLY) TO THE FINAL APCH COURSE. WE ADVISED 'MINIMUM FUEL' TO AVOID ANY INORDINATE DELAY. FURTHERMORE WE WERE CONCERNED THAT WE WERE NOT RECEIVING A USABLE BEARING ON THE SQT NDB WHICH WOULD HAVE ALLOWED US TO GET BENEATH CLOUD (MDA 440/407). WE ASKED FOR RADAR IDENT OF SATELLITE (SQT) AND COMPLETED THE APCH. FACTORS INVOLVED: GET HOMEITIS -- TRYING TO GET LATE NIGHT VISUAL ON RWY. POOR NDB RECEPTION -- CONCERN AT NOT BEING ABLE TO DSND LOWER, LATER ON APCH. NO DME STRONG HEADWIND -- UNABLE TO IDENT WHEN WITHIN 10 NM. I BELIEVE THE FACT THAT I HAD SPENT 8 HRS PRIOR TO THE NIGHT FLT INVOLVED IN MANUAL WORK CONTRIBUTED TO THIS OCCURRENCE. LOOKING BACK, HAD I BEEN SHARPER I SHOULD HAVE SIMPLY ASKED FOR RADAR IDENT OF THE 10 MI POINT WHICH WOULD HAVE ALLOWED US A SAFE DSCNT.

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.