The pilot of a basic IFR avionics equipped bellanca became disoriented on 2 ILS approachs.

Attributes
ACN	642907
Time
Date	200501
Local Time Of Day	1201 To 1800
Place
Locale Reference	intersection : lubbi
State Reference	TX
Altitude	agl single value : 800
Environment
Flight Conditions	IMC
Light	Dusk
Aircraft 1
Controlling Facilities	tracon : lbb.tracon
Operator	general aviation : personal
Make Model Name	Viking
Operating Under FAR Part	Part 91
Navigation In Use	ils localizer & glide slope : 26
Flight Phase	descent : approach
Route In Use	approach : instrument precision
Flight Plan	IFR
Person 1
Affiliation	other
Function	flight crew : single pilot
Qualification	pilot : private pilot : instrument
Experience	flight time last 90 days : 11 flight time total : 1400 flight time type : 1250
ASRS Report	642907
Person 2
Affiliation	government : faa
Function	controller : approach
Events
Anomaly	aircraft equipment problem : critical non adherence : clearance non adherence : published procedure other anomaly other anomaly other spatial deviation
Independent Detector	other controllera other flight crewa
Resolutory Action	controller : provided flight assist controller : issued new clearance flight crew : became reoriented
Supplementary
Problem Areas	Weather Flight Crew Human Performance Aircraft
Primary Problem	Flight Crew Human Performance

Narrative:

I attempted the ILS runway 26 approach at lubbock international. Descending through cloud layer in IMC 4800 ft to 800 ft ceiling; I never got established on localizer. I became slightly disoriented and got into a dangerous attitude. I regained full control; but never called missed approach. Approach; sensing a problem; then vectored me to 5000 ft and set up a second approach. The second try went much better and was established on localizer and GS to the middle marker; but lost localizer and could not re-establish. I then called missed approach and was given vectors to on top. I never began the published missed approach procedure on the 2 approachs. I don't know if this is far violation or not; since I followed approach control instructions rather than published procedures. I should not have attempted this approach in my current airplane; which does not have any but basic IFR equipment. I also was hand flying the approach since the autoplt had given me some trouble and I wasn't comfortable with it. I will not attempt approachs with ceilings less than 1500 ft until I have done a lot of recurrent training and have a better IFR panel in front of me.

Original NASA ASRS Text

Title: THE PLT OF A BASIC IFR AVIONICS EQUIPPED BELLANCA BECAME DISORIENTED ON 2 ILS APCHS.

Narrative: I ATTEMPTED THE ILS RWY 26 APCH AT LUBBOCK INTL. DSNDING THROUGH CLOUD LAYER IN IMC 4800 FT TO 800 FT CEILING; I NEVER GOT ESTABLISHED ON LOC. I BECAME SLIGHTLY DISORIENTED AND GOT INTO A DANGEROUS ATTITUDE. I REGAINED FULL CTL; BUT NEVER CALLED MISSED APCH. APCH; SENSING A PROB; THEN VECTORED ME TO 5000 FT AND SET UP A SECOND APCH. THE SECOND TRY WENT MUCH BETTER AND WAS ESTABLISHED ON LOC AND GS TO THE MIDDLE MARKER; BUT LOST LOC AND COULD NOT RE-ESTABLISH. I THEN CALLED MISSED APCH AND WAS GIVEN VECTORS TO ON TOP. I NEVER BEGAN THE PUBLISHED MISSED APCH PROC ON THE 2 APCHS. I DON'T KNOW IF THIS IS FAR VIOLATION OR NOT; SINCE I FOLLOWED APCH CTL INSTRUCTIONS RATHER THAN PUBLISHED PROCS. I SHOULD NOT HAVE ATTEMPTED THIS APCH IN MY CURRENT AIRPLANE; WHICH DOES NOT HAVE ANY BUT BASIC IFR EQUIP. I ALSO WAS HAND FLYING THE APCH SINCE THE AUTOPLT HAD GIVEN ME SOME TROUBLE AND I WASN'T COMFORTABLE WITH IT. I WILL NOT ATTEMPT APCHS WITH CEILINGS LESS THAN 1500 FT UNTIL I HAVE DONE A LOT OF RECURRENT TRAINING AND HAVE A BETTER IFR PANEL IN FRONT OF ME.

Data retrieved from NASA's ASRS site as of January 2009 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.