Narrative:

While being vectored to the final approach course to runway 30R stl, I noticed 'dual off' flags on my HSI and ADI soon after steadying up on assigned heading. The first officer was unable to identification the ILS on my side (his good). Shortly after leveling at 2100 ft, we were given a new heading of 270 degrees to intercept the localizer to 30R. When steady 270 degrees and leveling at 2100 ft MSL, we still had 'off' flags on my side. I turned the aircraft over to the first officer who stated again that his side idented ok (#2 VOR/ILS). I instructed the first officer to intercept the localizer and fly the approach. At this time I asked the flight engineer to check the circuit breakers for the #1 navigation, he found the #1 VOR/ILS circuit breaker had popped and was able to reset same. Now with good information, I noted the localizer was out to the right as we had flown through the inbound course. When I questioned the first officer about his indication, it was then I noticed he did not have the proper course set in his HSI (299 degrees), he still had the stl VOR outbound of 115 degrees set in. I immediately tried to contact tower and got no reply and noticed the tower frequency had not been completely tuned. I retuned tower frequency and checked on getting an immediate climb to 2600 ft MSL instruction. We where subsequently climbed to 3000 ft MSL and vectored for a second uneventful approach. The combination of a rapid descent in icing with the change over of crew duties combined with an overshooting crosswind (360 degrees at 12 KTS) added up to some incomplete and rushed preparations. Our normal procedures cover all these factors, but a distraction like a failed circuit breaker can break the flow, compress the time remaining, and then result in the errors that occurred. We never descended below 2100 ft MSL.

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Original NASA ASRS Text

Title: AN ACR LGT FRTR HAD A MOMENTARY FAILURE OF THE CAPT'S FLT INSTS.

Narrative: WHILE BEING VECTORED TO THE FINAL APCH COURSE TO RWY 30R STL, I NOTICED 'DUAL OFF' FLAGS ON MY HSI AND ADI SOON AFTER STEADYING UP ON ASSIGNED HDG. THE FO WAS UNABLE TO ID THE ILS ON MY SIDE (HIS GOOD). SHORTLY AFTER LEVELING AT 2100 FT, WE WERE GIVEN A NEW HDG OF 270 DEGS TO INTERCEPT THE LOC TO 30R. WHEN STEADY 270 DEGS AND LEVELING AT 2100 FT MSL, WE STILL HAD 'OFF' FLAGS ON MY SIDE. I TURNED THE ACFT OVER TO THE FO WHO STATED AGAIN THAT HIS SIDE IDENTED OK (#2 VOR/ILS). I INSTRUCTED THE FO TO INTERCEPT THE LOC AND FLY THE APCH. AT THIS TIME I ASKED THE FE TO CHK THE CIRCUIT BREAKERS FOR THE #1 NAV, HE FOUND THE #1 VOR/ILS CIRCUIT BREAKER HAD POPPED AND WAS ABLE TO RESET SAME. NOW WITH GOOD INFO, I NOTED THE LOC WAS OUT TO THE R AS WE HAD FLOWN THROUGH THE INBOUND COURSE. WHEN I QUESTIONED THE FO ABOUT HIS INDICATION, IT WAS THEN I NOTICED HE DID NOT HAVE THE PROPER COURSE SET IN HIS HSI (299 DEGS), HE STILL HAD THE STL VOR OUTBOUND OF 115 DEGS SET IN. I IMMEDIATELY TRIED TO CONTACT TWR AND GOT NO REPLY AND NOTICED THE TWR FREQ HAD NOT BEEN COMPLETELY TUNED. I RETUNED TWR FREQ AND CHKED ON GETTING AN IMMEDIATE CLB TO 2600 FT MSL INSTRUCTION. WE WHERE SUBSEQUENTLY CLBED TO 3000 FT MSL AND VECTORED FOR A SECOND UNEVENTFUL APCH. THE COMBINATION OF A RAPID DSCNT IN ICING WITH THE CHANGE OVER OF CREW DUTIES COMBINED WITH AN OVERSHOOTING XWIND (360 DEGS AT 12 KTS) ADDED UP TO SOME INCOMPLETE AND RUSHED PREPARATIONS. OUR NORMAL PROCS COVER ALL THESE FACTORS, BUT A DISTR LIKE A FAILED CIRCUIT BREAKER CAN BREAK THE FLOW, COMPRESS THE TIME REMAINING, AND THEN RESULT IN THE ERRORS THAT OCCURRED. WE NEVER DSNDED BELOW 2100 FT MSL.

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.