Non adherence to ATC clearance instruction after experiencing an aircraft equipment problem.

Attributes
ACN	305080
Time
Date	199505
Day	Wed
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : nas
State Reference	FO
Altitude	msl bound lower : 4000 msl bound upper : 4000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : nas
Operator	common carrier : air taxi
Make Model Name	Cessna 402/402C/B379 Businessliner/Utiliner
Operating Under FAR Part	Part 135
Flight Phase	cruise other other
Route In Use	enroute : other oceanic enroute : atlantic
Flight Plan	IFR
Person 1
Affiliation	Other
Function	flight crew : first officer
Qualification	pilot : instrument pilot : commercial
Experience	flight time last 90 days : 275 flight time total : 905 flight time type : 700
ASRS Report	305080
Person 2
Affiliation	Other
Function	flight crew : captain oversight : pic
Qualification	pilot : instrument pilot : commercial
Events
Anomaly	aircraft equipment problem : less severe non adherence : clearance non adherence : far non adherence : published procedure other spatial deviation
Independent Detector	other controllera
Resolutory Action	controller : issued new clearance
Consequence	faa : reviewed incident with flight crew
Supplementary
Primary Problem	Aircraft
Air Traffic Incident	Pilot Deviation

Narrative:

While approaching nassau, bahamas, IFR flight plan from miami in VFR conditions, we contacted nassau approach and we were told to descend to 4000 ft and report prune intersection, 30 mi northwest of nassau VOR. Nassau radar on this particular day was OTS. I (the copilot) was working the radios while the captain was flying. I reported prune intersection. Nassau acknowledged and told us to orbit over prune and leave prune on a 095 degree heading for spacing. Right over prune we lost the DME from NAS and the captain failed to orbit as we were instructed. Instead with the confusion of trying to get the DME back, the captain continued inbound to nassau. We picked up the DME again and were showing 23 DME from NAS. Nassau approach called us back and asked us the DME. I replied 23. Nassau approach got very upset with us and gave us a holding. We were later cleared for a VOR/DME approach runway 14 and landed without further problem, but with the DME intermittent. Once on the ground, the captain was lectured by the tower supervisor. Also, would like to point out that when we lost the DME over prune, we never reported it to nassau as we should have.

Original NASA ASRS Text

Title: NON ADHERENCE TO ATC CLRNC INSTRUCTION AFTER EXPERIENCING AN ACFT EQUIP PROB.

Narrative: WHILE APCHING NASSAU, BAHAMAS, IFR FLT PLAN FROM MIAMI IN VFR CONDITIONS, WE CONTACTED NASSAU APCH AND WE WERE TOLD TO DSND TO 4000 FT AND RPT PRUNE INTXN, 30 MI NW OF NASSAU VOR. NASSAU RADAR ON THIS PARTICULAR DAY WAS OTS. I (THE COPLT) WAS WORKING THE RADIOS WHILE THE CAPT WAS FLYING. I RPTED PRUNE INTXN. NASSAU ACKNOWLEDGED AND TOLD US TO ORBIT OVER PRUNE AND LEAVE PRUNE ON A 095 DEG HDG FOR SPACING. RIGHT OVER PRUNE WE LOST THE DME FROM NAS AND THE CAPT FAILED TO ORBIT AS WE WERE INSTRUCTED. INSTEAD WITH THE CONFUSION OF TRYING TO GET THE DME BACK, THE CAPT CONTINUED INBOUND TO NASSAU. WE PICKED UP THE DME AGAIN AND WERE SHOWING 23 DME FROM NAS. NASSAU APCH CALLED US BACK AND ASKED US THE DME. I REPLIED 23. NASSAU APCH GOT VERY UPSET WITH US AND GAVE US A HOLDING. WE WERE LATER CLRED FOR A VOR/DME APCH RWY 14 AND LANDED WITHOUT FURTHER PROB, BUT WITH THE DME INTERMITTENT. ONCE ON THE GND, THE CAPT WAS LECTURED BY THE TWR SUPVR. ALSO, WOULD LIKE TO POINT OUT THAT WHEN WE LOST THE DME OVER PRUNE, WE NEVER RPTED IT TO NASSAU AS WE SHOULD HAVE.

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.