Narrative:

This morning I had a flight to aspen; co. I have been into aspen and eagle; co before and have done the IFR approach. I was aware of the weather situation to be IMC and the passengers where briefed prior to takeoff. We came close to red table VOR (dbl) and were informed by denver center that the weather was going down at aspen; so we elected to proceed to ege where the weather was reported to be a little better then 5;000 ft overcast and 8 miles visibility with light snow. I had to set up the new approach to lda/DME 25 at ege and the fixes that the ATC was giving out. I usually don't fly this BE400 on a regular basis; so I was a little slow in getting set up for the approach and programing the fixes. After we got cleared for the lda 25 approach; I briefed the approach to my co-pilot we started the approach from the rlg VOR into ege lda/DME runway 25. I came in on the localizer and got established in bound on 246 degree course. I started to descend at 1;500 ft per mm to about 10;400 ft the autopilot went into a GA or GS mode and the airplane pitched up a little bit; it was an autopilot coupled approach. I tried to capture the approach by hand flying it; and I went down to 8;400 ft. I did not see the runway; I elected to go missed and try again and executed the missed approach as published but did not quite turn to the R001 from sxw until ATC adviced us to turn to a heading of 020. I was asking my co-pilot as to where I was needed to be and he said I need to go to the sxw VOR . My passenger and owner of the airplane was constantly coming into the cockpit and asking about how long a drive it is to aspen by road and distance to aspen from eagle. On the second approach he did not want me to land at eagle but go somewhere else and one of the passengers wanted to use the bathroom; a constant distraction for us in the cockpit while in the critical phase of the approach to final. My co-pilot had the wrong reading glasses on and was having trouble reading the approach plate and calling out altitude and DME. So on this second approach he set the altitude to 8;300 ft instead of 9;800 ft and was asking me to go down fast. This was a hand-flown approach and we where not quite at the final fix which is washi which was programmed in the GPS; and what I thought the co-pilot said was we missed the airport or are over it. As I was hand flying this approach and descending at 2;000 FPM and trying to look out to see the runway 25 I went down to 7;900 ft instead of 8;330 ft and terrain warning came on to which we both tried to execute a missed approach and then realized we where not close to cipku which was the miss point and rejoined the approach to lda runway 25 and went up to 9;400 ft and then descend to 8;300 ft and picked up the runway 25 at about 3 mile out and did a safe visual landing with out an incidence. Upon taxiing off the runway; tower asked us to call them when we got to the FBO; which I did. I talked to the safety manager on duty and he informed me the reason for this call was he wanted to know about the lack of communication between us and the tower. We did tell the tower of our missed approach and complied with the ATC instructions but due to the work load and the situation mentioned above; led to a slower response on our part. Situational awareness was also the factor on this flight; but he informed me he had to make an entry in his log as an incident; and that no paper work was required on my part. There where many factors related to this flight and I will be more careful and well organized for a trip into these airports; and a better crew coordination and CRM to make it a safe flight in the future.

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Original NASA ASRS Text

Title: BE400 Captain reports confusion and autopilot difficulties during the LDA DME Runway 25 approach to EGE resulting in a missed approach. The second approach resulted in early descent; descent below the glide slope and a terrain warning. During the climb in response to the terrain warning it was realized that the missed approach point and airport are some distance ahead and a successful landing ensued.

Narrative: This morning I had a flight to Aspen; CO. I have been into Aspen and Eagle; CO before and have done the IFR approach. I was aware of the weather situation to be IMC and the passengers where briefed prior to takeoff. We came close to Red Table VOR (DBL) and were informed by Denver Center that the weather was going down at Aspen; so we elected to proceed to EGE where the weather was reported to be a little better then 5;000 FT overcast and 8 miles visibility with light snow. I had to set up the new approach to LDA/DME 25 at EGE and the fixes that the ATC was giving out. I usually don't fly this BE400 on a regular basis; so I was a little slow in getting set up for the approach and programing the fixes. After we got cleared for the LDA 25 approach; I briefed the approach to my Co-pilot we started the approach from the RLG VOR into EGE LDA/DME Runway 25. I came in on the LOC and got established in bound on 246 degree course. I started to descend at 1;500 FT per mm to about 10;400 FT the autopilot went into a GA or GS mode and the airplane pitched up a little bit; it was an autopilot coupled approach. I tried to capture the approach by hand flying it; and I went down to 8;400 FT. I did not see the runway; I elected to go missed and try again and executed the missed approach as published but did not quite turn to the R001 from SXW until ATC adviced us to turn to a heading of 020. I was asking my Co-pilot as to where I was needed to be and he said I need to go to the SXW VOR . My passenger and owner of the airplane was constantly coming into the cockpit and asking about how long a drive it is to Aspen by road and distance to Aspen from Eagle. On the second approach he did not want me to land at Eagle but go somewhere else and one of the passengers wanted to use the bathroom; a constant distraction for us in the cockpit while in the critical phase of the approach to final. My Co-pilot had the wrong reading glasses on and was having trouble reading the approach plate and calling out altitude and DME. So on this second approach he set the altitude to 8;300 FT instead of 9;800 FT and was asking me to go down fast. This was a hand-flown approach and we where not quite at the final fix which is WASHI which was programmed in the GPS; and what I thought the Co-pilot said was we missed the airport or are over it. As I was hand flying this approach and descending at 2;000 FPM and trying to look out to see the Runway 25 I went down to 7;900 FT instead of 8;330 FT and terrain warning came on to which we both tried to execute a missed approach and then realized we where not close to CIPKU which was the miss point and rejoined the approach to LDA Runway 25 and went up to 9;400 FT and then descend to 8;300 FT and picked up the Runway 25 at about 3 mile out and did a safe visual landing with out an incidence. Upon taxiing off the Runway; Tower asked us to call them when we got to the FBO; which I did. I talked to the safety manager on duty and he informed me the reason for this call was he wanted to know about the lack of communication between us and the Tower. We did tell the Tower of our missed approach and complied with the ATC instructions but due to the work load and the situation mentioned above; led to a slower response on our part. Situational awareness was also the factor on this flight; but he informed me he had to make an entry in his log as an incident; and that no paper work was required on my part. There where many factors related to this flight and I will be more careful and well organized for a trip into these airports; and a better crew coordination and CRM to make it a safe flight in the future.

Data retrieved from NASA's ASRS site as of April 2012 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.