Narrative:

Descent into chicago area a decision was made to make the GPS approach to runway 5 into waukegan our destination. The reason for this was the tailwind of about 8-10 KTS out of the northeast and also a wet runway. Waukegan ATIS reporting ceiling 8 broken 2 1/2 wind 8-10 KTS from 050 degrees, light mist and fog, ILS runway 23 approach landing runway 20, departing runway 5. ZAU was informed that we wanted the GPS to runway 5 at waukegan. This was acknowledged by the controller. We turned over to milwaukee approach. Milwaukee gave us altitude change and heading for ILS runway 23 at waukegan. I informed milwaukee we wanted the GPS. Milwaukee then turned us over to chicago area approach. Chicago gave us vectors for the ILS runway 23 at waukegan. I informed the controller that we wanted the GPS. He gave us a heading and to keep our speed to 200 KTS we would be #1. We were asked if we had the new ATIS at waukegan. I tuned to get the ATIS. It was not up yet on the tape. I informed the controller that we didn't have it. He read it to us. It had improved to 10 broken visibility 3 mi. Our speed had dropped to 180 KTS. The controller asked our speed. I told him 180 KTS. He said that if we wanted to be #1 to keep our speed 200 KTS or better. We were given a heading intercept inbound leg hold 2500 ft till established and call tower. Tower was in a conversation with an aircraft that had been waiting to depart. The pilot was complaining about the delay and held so long on the ground. We finally got acknowledgment from the tower. During the approach the initial fix was misread and descent was started too soon. Tower asked us our distance from the airport and we then realized that the approach was wrong and informed them we were abandoning the approach. We were told to climb to 2500 ft turn to heading 090 degrees, call chicago approach. Chicago vectored us for the ILS approach. We landed out of that approach. I think factor affecting the quality of human performance was the workload of changing from milwaukee approach to chicago approach and neither facility not knowing what approach we wanted. The workload of the controller, the distraction of the tower frequency being tied up.

Related reports:

Google
 

Original NASA ASRS Text

Title: FLC OF A CPR EXECUTIVE JET DSNDED EARLY ON A GPS APCH RESULTING IN TWR CTLR ALERTING THEM WHEREUPON THEY ALSO RECOGNIZED THEIR MISTAKE AND COMMENCED A MISSED APCH.

Narrative: DSCNT INTO CHICAGO AREA A DECISION WAS MADE TO MAKE THE GPS APCH TO RWY 5 INTO WAUKEGAN OUR DEST. THE REASON FOR THIS WAS THE TAILWIND OF ABOUT 8-10 KTS OUT OF THE NE AND ALSO A WET RWY. WAUKEGAN ATIS RPTING CEILING 8 BROKEN 2 1/2 WIND 8-10 KTS FROM 050 DEGS, LIGHT MIST AND FOG, ILS RWY 23 APCH LNDG RWY 20, DEPARTING RWY 5. ZAU WAS INFORMED THAT WE WANTED THE GPS TO RWY 5 AT WAUKEGAN. THIS WAS ACKNOWLEDGED BY THE CTLR. WE TURNED OVER TO MILWAUKEE APCH. MILWAUKEE GAVE US ALT CHANGE AND HEADING FOR ILS RWY 23 AT WAUKEGAN. I INFORMED MILWAUKEE WE WANTED THE GPS. MILWAUKEE THEN TURNED US OVER TO CHICAGO AREA APCH. CHICAGO GAVE US VECTORS FOR THE ILS RWY 23 AT WAUKEGAN. I INFORMED THE CTLR THAT WE WANTED THE GPS. HE GAVE US A HEADING AND TO KEEP OUR SPD TO 200 KTS WE WOULD BE #1. WE WERE ASKED IF WE HAD THE NEW ATIS AT WAUKEGAN. I TUNED TO GET THE ATIS. IT WAS NOT UP YET ON THE TAPE. I INFORMED THE CTLR THAT WE DIDN'T HAVE IT. HE READ IT TO US. IT HAD IMPROVED TO 10 BROKEN VISIBILITY 3 MI. OUR SPD HAD DROPPED TO 180 KTS. THE CTLR ASKED OUR SPD. I TOLD HIM 180 KTS. HE SAID THAT IF WE WANTED TO BE #1 TO KEEP OUR SPD 200 KTS OR BETTER. WE WERE GIVEN A HEADING INTERCEPT INBOUND LEG HOLD 2500 FT TILL ESTABLISHED AND CALL TWR. TWR WAS IN A CONVERSATION WITH AN ACFT THAT HAD BEEN WAITING TO DEPART. THE PLT WAS COMPLAINING ABOUT THE DELAY AND HELD SO LONG ON THE GND. WE FINALLY GOT ACKNOWLEDGMENT FROM THE TWR. DURING THE APCH THE INITIAL FIX WAS MISREAD AND DSCNT WAS STARTED TOO SOON. TWR ASKED US OUR DISTANCE FROM THE ARPT AND WE THEN REALIZED THAT THE APCH WAS WRONG AND INFORMED THEM WE WERE ABANDONING THE APCH. WE WERE TOLD TO CLB TO 2500 FT TURN TO HDG 090 DEGS, CALL CHICAGO APCH. CHICAGO VECTORED US FOR THE ILS APCH. WE LANDED OUT OF THAT APCH. I THINK FACTOR AFFECTING THE QUALITY OF HUMAN PERFORMANCE WAS THE WORKLOAD OF CHANGING FROM MILWAUKEE APCH TO CHICAGO APCH AND NEITHER FACILITY NOT KNOWING WHAT APCH WE WANTED. THE WORKLOAD OF THE CTLR, THE DISTR OF THE TWR FREQ BEING TIED UP.

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.