Narrative:

I was on an instrument flight plan. I had to shoot the NDB approach into fkr due to visibility and ceiling. I turned inbound and went to the MDA. At station passage, I went missed because I had no contact with the airport. I reported missed approach and that I would like to go to laf and shoot the ILS. Approach told me to climb to 5000 ft and hold at the NDB. At 2400 ft I made a right turn to the NDB as per missed approach instructions. It took approximately 40 seconds to get from the MDA to 2400 ft. At that short time period I was not very far from NDB so I was not able to make a complete turn back to the NDB so I could enter a parallel entry. I was just circling the NDB trying to get established in the hold. I never got established by the time I reached 5000 ft. Once I reached 5000 ft I reported 'level at 5000 ft.' approach told me to head direct ockel intersection then fly the ockel transition to earl LOM for the ILS into laf. Approach gave me an approximately heading to take to ockel. In the meantime, I was going through the approach plates to find ockel. It was not on the fkr approach plate. So I looked up laf. I found ockel but I was not able to identify it because all it gave was the distance and bearing to the LOM. I eventually found out how to identify it by the low altitude en route chart. While I was going through the approach plates and chart, I got off my assigned altitude by 220 ft. I got back to the assigned altitude and started to tune in the vors to find ockel. The #1 navigation, which is an RNAV, for some reason would not let me dial in the VOR frequency. I hit the VOR/RNAV button as well as the data button many times but it still would not let me tune in the VOR. I did not report an equipment malfunction to ATC because I thought it was just me not doing something correctly. Eventually it started to work correctly. Just as I came up on ockel, I was able to identify the intersection. At this time I was totally frustrated with the equipment and myself. I always strive to make the perfect flight, but this was far from it. I was so caught up in worrying about the poor hold and getting off my altitude, I was not concentrating on procedures. I reached earl LOM and turned outbound on the ILS at laf. I noticed I had a flag on the GS. When I turned inbound I called approach and told them I did not have a GS. They told me 2 aircraft just shot the ILS with no problem. Not thinking, I descended to the localizer minimums. After I did that, approach asked me my altitude. I told them I was at the localizer minimums. At that time I knew I was not supposed to descend to 1040 ft until I passed the LOM. From all of this, I learned to put mistakes behind me and forget about them. Concentrate on what is ahead of you. Worrying about the mistakes while you are still flying just fills your mind with unneeded thoughts that reduces your performance.

Related reports:

Google
 

Original NASA ASRS Text

Title: ALT XING RESTRICTION NOT MET ON IAP LOC APCH. ACFT EQUIP PROB MANDATED THE LOC APCH VERSUS THE IAP ILS APCH.

Narrative: I WAS ON AN INST FLT PLAN. I HAD TO SHOOT THE NDB APCH INTO FKR DUE TO VISIBILITY AND CEILING. I TURNED INBOUND AND WENT TO THE MDA. AT STATION PASSAGE, I WENT MISSED BECAUSE I HAD NO CONTACT WITH THE ARPT. I RPTED MISSED APCH AND THAT I WOULD LIKE TO GO TO LAF AND SHOOT THE ILS. APCH TOLD ME TO CLB TO 5000 FT AND HOLD AT THE NDB. AT 2400 FT I MADE A R TURN TO THE NDB AS PER MISSED APCH INSTRUCTIONS. IT TOOK APPROX 40 SECONDS TO GET FROM THE MDA TO 2400 FT. AT THAT SHORT TIME PERIOD I WAS NOT VERY FAR FROM NDB SO I WAS NOT ABLE TO MAKE A COMPLETE TURN BACK TO THE NDB SO I COULD ENTER A PARALLEL ENTRY. I WAS JUST CIRCLING THE NDB TRYING TO GET ESTABLISHED IN THE HOLD. I NEVER GOT ESTABLISHED BY THE TIME I REACHED 5000 FT. ONCE I REACHED 5000 FT I RPTED 'LEVEL AT 5000 FT.' APCH TOLD ME TO HEAD DIRECT OCKEL INTXN THEN FLY THE OCKEL TRANSITION TO EARL LOM FOR THE ILS INTO LAF. APCH GAVE ME AN APPROX HDG TO TAKE TO OCKEL. IN THE MEANTIME, I WAS GOING THROUGH THE APCH PLATES TO FIND OCKEL. IT WAS NOT ON THE FKR APCH PLATE. SO I LOOKED UP LAF. I FOUND OCKEL BUT I WAS NOT ABLE TO IDENT IT BECAUSE ALL IT GAVE WAS THE DISTANCE AND BEARING TO THE LOM. I EVENTUALLY FOUND OUT HOW TO IDENT IT BY THE LOW ALT ENRTE CHART. WHILE I WAS GOING THROUGH THE APCH PLATES AND CHART, I GOT OFF MY ASSIGNED ALT BY 220 FT. I GOT BACK TO THE ASSIGNED ALT AND STARTED TO TUNE IN THE VORS TO FIND OCKEL. THE #1 NAV, WHICH IS AN RNAV, FOR SOME REASON WOULD NOT LET ME DIAL IN THE VOR FREQ. I HIT THE VOR/RNAV BUTTON AS WELL AS THE DATA BUTTON MANY TIMES BUT IT STILL WOULD NOT LET ME TUNE IN THE VOR. I DID NOT RPT AN EQUIP MALFUNCTION TO ATC BECAUSE I THOUGHT IT WAS JUST ME NOT DOING SOMETHING CORRECTLY. EVENTUALLY IT STARTED TO WORK CORRECTLY. JUST AS I CAME UP ON OCKEL, I WAS ABLE TO IDENT THE INTXN. AT THIS TIME I WAS TOTALLY FRUSTRATED WITH THE EQUIP AND MYSELF. I ALWAYS STRIVE TO MAKE THE PERFECT FLT, BUT THIS WAS FAR FROM IT. I WAS SO CAUGHT UP IN WORRYING ABOUT THE POOR HOLD AND GETTING OFF MY ALT, I WAS NOT CONCENTRATING ON PROCS. I REACHED EARL LOM AND TURNED OUTBOUND ON THE ILS AT LAF. I NOTICED I HAD A FLAG ON THE GS. WHEN I TURNED INBOUND I CALLED APCH AND TOLD THEM I DID NOT HAVE A GS. THEY TOLD ME 2 ACFT JUST SHOT THE ILS WITH NO PROB. NOT THINKING, I DSNDED TO THE LOC MINIMUMS. AFTER I DID THAT, APCH ASKED ME MY ALT. I TOLD THEM I WAS AT THE LOC MINIMUMS. AT THAT TIME I KNEW I WAS NOT SUPPOSED TO DSND TO 1040 FT UNTIL I PASSED THE LOM. FROM ALL OF THIS, I LEARNED TO PUT MISTAKES BEHIND ME AND FORGET ABOUT THEM. CONCENTRATE ON WHAT IS AHEAD OF YOU. WORRYING ABOUT THE MISTAKES WHILE YOU ARE STILL FLYING JUST FILLS YOUR MIND WITH UNNEEDED THOUGHTS THAT REDUCES YOUR PERFORMANCE.

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.