Narrative:

After completing the 30 DME arc and turning on final for the NDB/DME-a approach for runway 11 the ADF needle was noted to be unstable and to fluctuate without proper response to aircraft turns. The cmj morse code signal was confirmed prior to initiating the approach. The localizer for runway 11 was OTS. A missed approach was executed, and center was advised of the ADF failure. The VOR DME and GPS data conflicted, and with what appeared to be inconsistent data the possibility of having difficulty completing the landing became apparent. I had turned on a hand held backup GPS prior to descent. Center advised that sitka was VFR. We advised center that we were low on fuel and would appreciate any possible emergency assistance. My copilot then discovered that the ADF circuit breaker had popped. It was reset and then the ADF approach with a procedure turn was done uneventfully. Metar/taf and winds aloft data carefully evaluated prior to takeoff from rap. Prior to entering canadair airspace WX was again confirmed to be satisfactory. Winds aloft were not adverse and final climb to FL430 was not felt to be necessary as fuel supply appeared satisfactory. ADF worked properly over canada, multiple stations were idented. During descent and approach no initial attempt was made to minimize fuel burn. Backup GPS helped with situational awareness as it agreed with panel GPS. In future even if all appears uneventful will do final climb to minimize en route fuel burn. 693 gals of fuel loaded 49 gals remained. OTS localizer also contributed.

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Original NASA ASRS Text

Title: CESSNA 550 FLC DECLARED AN EMER DUE LOW FUEL AFTER MAKING A MISSED APCH DUE TO ADF FAILURE TO PROVIDE ACCURATE APCH NAV. ARPT LOC OTS.

Narrative: AFTER COMPLETING THE 30 DME ARC AND TURNING ON FINAL FOR THE NDB/DME-A APCH FOR RWY 11 THE ADF NEEDLE WAS NOTED TO BE UNSTABLE AND TO FLUCTUATE WITHOUT PROPER RESPONSE TO ACFT TURNS. THE CMJ MORSE CODE SIGNAL WAS CONFIRMED PRIOR TO INITIATING THE APCH. THE LOC FOR RWY 11 WAS OTS. A MISSED APCH WAS EXECUTED, AND CTR WAS ADVISED OF THE ADF FAILURE. THE VOR DME AND GPS DATA CONFLICTED, AND WITH WHAT APPEARED TO BE INCONSISTENT DATA THE POSSIBILITY OF HAVING DIFFICULTY COMPLETING THE LNDG BECAME APPARENT. I HAD TURNED ON A HAND HELD BACKUP GPS PRIOR TO DSCNT. CTR ADVISED THAT SITKA WAS VFR. WE ADVISED CTR THAT WE WERE LOW ON FUEL AND WOULD APPRECIATE ANY POSSIBLE EMER ASSISTANCE. MY COPLT THEN DISCOVERED THAT THE ADF CIRCUIT BREAKER HAD POPPED. IT WAS RESET AND THEN THE ADF APCH WITH A PROC TURN WAS DONE UNEVENTFULLY. METAR/TAF AND WINDS ALOFT DATA CAREFULLY EVALUATED PRIOR TO TKOF FROM RAP. PRIOR TO ENTERING CANADAIR AIRSPACE WX WAS AGAIN CONFIRMED TO BE SATISFACTORY. WINDS ALOFT WERE NOT ADVERSE AND FINAL CLB TO FL430 WAS NOT FELT TO BE NECESSARY AS FUEL SUPPLY APPEARED SATISFACTORY. ADF WORKED PROPERLY OVER CANADA, MULTIPLE STATIONS WERE IDENTED. DURING DSCNT AND APCH NO INITIAL ATTEMPT WAS MADE TO MINIMIZE FUEL BURN. BACKUP GPS HELPED WITH SITUATIONAL AWARENESS AS IT AGREED WITH PANEL GPS. IN FUTURE EVEN IF ALL APPEARS UNEVENTFUL WILL DO FINAL CLB TO MINIMIZE ENRTE FUEL BURN. 693 GALS OF FUEL LOADED 49 GALS REMAINED. OTS LOC ALSO CONTRIBUTED.

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.