Narrative:

There was miscom with lansing approach while on the VOR runway 28 into rmy (marshall). This caused confusion on what was going on. I went missed at marshall and was on vectors for the ILS runway 23 at battle creek. When making the necessary adjustments to set up for the approach I noticed that the fuel gauges were fluctuating quite frequently and rapidly. Because of this I was unsure of exactly how much fuel I had left. So when on the ILS runway 23 into battle creek I knew that I would have to land because I did not know if I could make it to another airport not knowing how much fuel I had left. This was a problem because the minimum visibility for the approach is 2400 ft RVR and it was calling 1600 ft RVR. I shot the approach down to the decision ht 1129 ft and was able to go 100 ft lower to 1029 ft because I had in sight the approach lights, threshold, threshold markings, runway identifier lights, PAPI's, touchdown zone and zone markings, touchdown zone lights, runway, runway markings, and runway lights. Once at 1029 ft I was able to make a safe controled descent to landing without any unusual maneuvering of the airplane. Knowing now that according to visibility minimums I should have went missed, I know that next time I will go missed. I will also explain my situation to the tower about the gauges for fuel and find another alternative to landing immediately. With the confusion earlier with approach I was still a little confused and was not right on top of everything. I didn't pick up that the visibility was 1600 ft and the minimum was 2400 ft so I thought that as soon as I had everything in sight that was previously mentioned, I could land as long as it was going to be safe, which it was. The landing was safe and controled.

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Original NASA ASRS Text

Title: A C172 PLT BUSTS MINIMUMS DURING A LOW APCH AND LNDG AT BTL, MI.

Narrative: THERE WAS MISCOM WITH LANSING APCH WHILE ON THE VOR RWY 28 INTO RMY (MARSHALL). THIS CAUSED CONFUSION ON WHAT WAS GOING ON. I WENT MISSED AT MARSHALL AND WAS ON VECTORS FOR THE ILS RWY 23 AT BATTLE CREEK. WHEN MAKING THE NECESSARY ADJUSTMENTS TO SET UP FOR THE APCH I NOTICED THAT THE FUEL GAUGES WERE FLUCTUATING QUITE FREQUENTLY AND RAPIDLY. BECAUSE OF THIS I WAS UNSURE OF EXACTLY HOW MUCH FUEL I HAD LEFT. SO WHEN ON THE ILS RWY 23 INTO BATTLE CREEK I KNEW THAT I WOULD HAVE TO LAND BECAUSE I DID NOT KNOW IF I COULD MAKE IT TO ANOTHER ARPT NOT KNOWING HOW MUCH FUEL I HAD LEFT. THIS WAS A PROB BECAUSE THE MINIMUM VISIBILITY FOR THE APCH IS 2400 FT RVR AND IT WAS CALLING 1600 FT RVR. I SHOT THE APCH DOWN TO THE DECISION HT 1129 FT AND WAS ABLE TO GO 100 FT LOWER TO 1029 FT BECAUSE I HAD IN SIGHT THE APCH LIGHTS, THRESHOLD, THRESHOLD MARKINGS, RWY IDENTIFIER LIGHTS, PAPI'S, TOUCHDOWN ZONE AND ZONE MARKINGS, TOUCHDOWN ZONE LIGHTS, RWY, RWY MARKINGS, AND RWY LIGHTS. ONCE AT 1029 FT I WAS ABLE TO MAKE A SAFE CTLED DSCNT TO LNDG WITHOUT ANY UNUSUAL MANEUVERING OF THE AIRPLANE. KNOWING NOW THAT ACCORDING TO VISIBILITY MINIMUMS I SHOULD HAVE WENT MISSED, I KNOW THAT NEXT TIME I WILL GO MISSED. I WILL ALSO EXPLAIN MY SIT TO THE TWR ABOUT THE GAUGES FOR FUEL AND FIND ANOTHER ALTERNATIVE TO LNDG IMMEDIATELY. WITH THE CONFUSION EARLIER WITH APCH I WAS STILL A LITTLE CONFUSED AND WAS NOT RIGHT ON TOP OF EVERYTHING. I DIDN'T PICK UP THAT THE VISIBILITY WAS 1600 FT AND THE MINIMUM WAS 2400 FT SO I THOUGHT THAT AS SOON AS I HAD EVERYTHING IN SIGHT THAT WAS PREVIOUSLY MENTIONED, I COULD LAND AS LONG AS IT WAS GOING TO BE SAFE, WHICH IT WAS. THE LNDG WAS SAFE AND CTLED.

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.