Narrative:

The WX at aln was marginal VMC, so I decided to file for 3 ILS approachs to runway 29. The localizer was OTS, so I requested the NDB 29. This is also a GPS approach. I set up the navigation equipment to do the NDB and to monitor it on the GPS. I decided to use the GPS as the primary reference for the approach. It is a king KLN90B which is certified for instrument approachs. I, however, set it up to intercept at qunie, the initial approach fix. Approach vectored me to 5 mi outside alpos, the final approach fix. While trying to adjust the GPS for the change, I failed to monitor the RMI and passed through the final approach course. While correcting, I gained contact with the airport and landed on runway 35. I had been cleared for the option. Tower made no comment. No other aircraft were taking off or landing. I realized my error and mentioned it to the tower controller. He was most courteous. He mentioned that cleared for the option does not mean cleared to circle for landing. I did another takeoff and landing VFR and quit for the day because of approaching thunderstorms. The key to the problem here was not knowing well enough the use of the new GPS we have installed. I should have asked the controller to vector me outside qunie or could have easily reverted to the RMI for the approach but incorrectly chose to reestablish the program in the GPS to intercept just outside alpos. Resetting the GPS would probably have been a viable alternative were I more familiar with it. Getting behind in the approach led to the mistake of landing on runway 35. The solution to avoid a recurrence is to remember to avoid using new equipment in those circumstances requiring quick adaptation to changes until I am thoroughly familiar with the equipment. It would also be well to practice with new equipment in more favorable WX conditions.

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Original NASA ASRS Text

Title: A KING AIR B200 PLT LANDED ON THE WRONG RWY AFTER BOTCHING A GPS NDB APCH.

Narrative: THE WX AT ALN WAS MARGINAL VMC, SO I DECIDED TO FILE FOR 3 ILS APCHS TO RWY 29. THE LOC WAS OTS, SO I REQUESTED THE NDB 29. THIS IS ALSO A GPS APCH. I SET UP THE NAV EQUIP TO DO THE NDB AND TO MONITOR IT ON THE GPS. I DECIDED TO USE THE GPS AS THE PRIMARY REF FOR THE APCH. IT IS A KING KLN90B WHICH IS CERTIFIED FOR INST APCHS. I, HOWEVER, SET IT UP TO INTERCEPT AT QUNIE, THE INITIAL APCH FIX. APCH VECTORED ME TO 5 MI OUTSIDE ALPOS, THE FINAL APCH FIX. WHILE TRYING TO ADJUST THE GPS FOR THE CHANGE, I FAILED TO MONITOR THE RMI AND PASSED THROUGH THE FINAL APCH COURSE. WHILE CORRECTING, I GAINED CONTACT WITH THE ARPT AND LANDED ON RWY 35. I HAD BEEN CLRED FOR THE OPTION. TWR MADE NO COMMENT. NO OTHER ACFT WERE TAKING OFF OR LNDG. I REALIZED MY ERROR AND MENTIONED IT TO THE TWR CTLR. HE WAS MOST COURTEOUS. HE MENTIONED THAT CLRED FOR THE OPTION DOES NOT MEAN CLRED TO CIRCLE FOR LNDG. I DID ANOTHER TKOF AND LNDG VFR AND QUIT FOR THE DAY BECAUSE OF APCHING TSTMS. THE KEY TO THE PROB HERE WAS NOT KNOWING WELL ENOUGH THE USE OF THE NEW GPS WE HAVE INSTALLED. I SHOULD HAVE ASKED THE CTLR TO VECTOR ME OUTSIDE QUNIE OR COULD HAVE EASILY REVERTED TO THE RMI FOR THE APCH BUT INCORRECTLY CHOSE TO REESTABLISH THE PROGRAM IN THE GPS TO INTERCEPT JUST OUTSIDE ALPOS. RESETTING THE GPS WOULD PROBABLY HAVE BEEN A VIABLE ALTERNATIVE WERE I MORE FAMILIAR WITH IT. GETTING BEHIND IN THE APCH LED TO THE MISTAKE OF LNDG ON RWY 35. THE SOLUTION TO AVOID A RECURRENCE IS TO REMEMBER TO AVOID USING NEW EQUIP IN THOSE CIRCUMSTANCES REQUIRING QUICK ADAPTATION TO CHANGES UNTIL I AM THOROUGHLY FAMILIAR WITH THE EQUIP. IT WOULD ALSO BE WELL TO PRACTICE WITH NEW EQUIP IN MORE FAVORABLE WX CONDITIONS.

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.