Narrative:

The problem arose by a left generator failure and subsequent failure of transponder in all operations. I filed a flight plan from okc to tulsa RNAV direct with equipment X suffix and 'transponder inoperative' in remarks. Left okc no problem. On center I was advised to intercept V436 report barns maintain 7000 ft. Crossed barns at 7000 ft turned on the tul 222 degrees (V436) contacted approach (tul) was told to report sappa. Reported sappa at 7000 ft approach controller missed it and asked about 4 mins later where I was to sappa. I reported 10 NM inside sappa and 14 DME from tul. I was asked for position at tul 222 degree radial and 9 DME where I was told to turn to 250 degrees and intercept the 260 degree tul radial. When I queried the controller I was told to intercept the tul 260 degree radial heading my choice. Note: prior to reaching sappa approach controller cleared me to fly the 222 degree tul radial to the VOR at 7000 ft and turn to 360 degree heading when I reported the 9 DME on this radial is when the controller turned me west. I intercepted the 260 degree radial and flew a 20 DME arc to the 315 degrees at 7000 ft to the 315 degrees tul radial where I was cleared to turn east and descend to 2500 ft and intercept the runway 18R localizer which I did. I was told to report medina which I did. I went visual at this point and was told to report kroak which I did. There was no problem understanding or doing what was requested. The problem lies in the fact that the tulsa primary radial was down and my failure to call ahead for clearance to enter with no transponder I talked to the approach supervisor (requested by ground) and he seemed receptive to my apology for the oversight. My worry for getting back to tulsa for repairs after flying all night so as to not exceed duty time led to my missing the important item of not calling all traffic control that I would be involved with.

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Original NASA ASRS Text

Title: MU2 PLT OPERATED IN TUL CLASS C WITHOUT PRIOR COORD WITH ATC WITH AN INOP XPONDER.

Narrative: THE PROB AROSE BY A L GENERATOR FAILURE AND SUBSEQUENT FAILURE OF XPONDER IN ALL OPS. I FILED A FLT PLAN FROM OKC TO TULSA RNAV DIRECT WITH EQUIP X SUFFIX AND 'XPONDER INOP' IN REMARKS. LEFT OKC NO PROB. ON CTR I WAS ADVISED TO INTERCEPT V436 RPT BARNS MAINTAIN 7000 FT. CROSSED BARNS AT 7000 FT TURNED ON THE TUL 222 DEGS (V436) CONTACTED APCH (TUL) WAS TOLD TO RPT SAPPA. RPTED SAPPA AT 7000 FT APCH CTLR MISSED IT AND ASKED ABOUT 4 MINS LATER WHERE I WAS TO SAPPA. I RPTED 10 NM INSIDE SAPPA AND 14 DME FROM TUL. I WAS ASKED FOR POS AT TUL 222 DEG RADIAL AND 9 DME WHERE I WAS TOLD TO TURN TO 250 DEGS AND INTERCEPT THE 260 DEG TUL RADIAL. WHEN I QUERIED THE CTLR I WAS TOLD TO INTERCEPT THE TUL 260 DEG RADIAL HEADING MY CHOICE. NOTE: PRIOR TO REACHING SAPPA APCH CTLR CLRED ME TO FLY THE 222 DEG TUL RADIAL TO THE VOR AT 7000 FT AND TURN TO 360 DEG HDG WHEN I RPTED THE 9 DME ON THIS RADIAL IS WHEN THE CTLR TURNED ME W. I INTERCEPTED THE 260 DEG RADIAL AND FLEW A 20 DME ARC TO THE 315 DEGS AT 7000 FT TO THE 315 DEGS TUL RADIAL WHERE I WAS CLRED TO TURN E AND DSND TO 2500 FT AND INTERCEPT THE RWY 18R LOC WHICH I DID. I WAS TOLD TO RPT MEDINA WHICH I DID. I WENT VISUAL AT THIS POINT AND WAS TOLD TO RPT KROAK WHICH I DID. THERE WAS NO PROB UNDERSTANDING OR DOING WHAT WAS REQUESTED. THE PROB LIES IN THE FACT THAT THE TULSA PRIMARY RADIAL WAS DOWN AND MY FAILURE TO CALL AHEAD FOR CLRNC TO ENTER WITH NO XPONDER I TALKED TO THE APCH SUPVR (REQUESTED BY GND) AND HE SEEMED RECEPTIVE TO MY APOLOGY FOR THE OVERSIGHT. MY WORRY FOR GETTING BACK TO TULSA FOR REPAIRS AFTER FLYING ALL NIGHT SO AS TO NOT EXCEED DUTY TIME LED TO MY MISSING THE IMPORTANT ITEM OF NOT CALLING ALL TFC CTL THAT I WOULD BE INVOLVED WITH.

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.