Narrative:

Single pilot IFR in IMC; thick marine layer; performing three approaches to stay IFR current. I had not flown IFR/IMC in two months. Plane has autopilot and GPS. I performed first approach and canceled IFR when asked by tower when I got into VMC. Then I tried to program the GPS for a cno ILS approach while simultaneously trying to pickup a clearance. I was told to intercept a victor airway after being told to fly across it. I just couldn't get the GPS programmed properly and eventually noted I had put in the wrong VOR frequency so obviously the autopilot didn't track the airway. ATC gave me vectors to cno after noting my trouble staying on course. I then busted altitude (I responded to ATC altitude query; immediately climbing) on the ILS approach into cno while trying to figure out why the GPS would not read the ILS frequency for cno although the HSI needle tracked fine right to the airport. The obvious conclusion is I took too much time off related to operating GPS and autopilot and getting them to work together well. Being single pilot in IMC made it worse. Also; I had too much on my plate; being too ambitious with three planned approaches during one short flight in the la basin; a very busy airspace. I plan on getting refresher help with an instructor and limiting myself to one approach at a time; landing and getting my bearings again. Too much focus on GPS programming rather than flying. Thank god for sct TRACON help and patience.

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Original NASA ASRS Text

Title: A solo IFR rated pilot was flying in IMC to become IFR current but found that after two months he lost proficiency at programming and tracking his GPS. ATC provided unrequested vectors.

Narrative: Single pilot IFR in IMC; thick marine layer; performing three approaches to stay IFR current. I had not flown IFR/IMC in two months. Plane has autopilot and GPS. I performed first approach and canceled IFR when asked by Tower when I got into VMC. Then I tried to program the GPS for a CNO ILS approach while simultaneously trying to pickup a clearance. I was told to intercept a Victor Airway after being told to fly across it. I just couldn't get the GPS programmed properly and eventually noted I had put in the wrong VOR frequency so obviously the autopilot didn't track the airway. ATC gave me vectors to CNO after noting my trouble staying on course. I then busted altitude (I responded to ATC altitude query; immediately climbing) on the ILS approach into CNO while trying to figure out why the GPS would not read the ILS frequency for CNO although the HSI needle tracked fine right to the airport. The obvious conclusion is I took too much time off related to operating GPS and autopilot and getting them to work together well. Being single pilot in IMC made it worse. Also; I had too much on my plate; being too ambitious with three planned approaches during one short flight in the LA Basin; a very busy airspace. I plan on getting refresher help with an instructor and limiting myself to one approach at a time; landing and getting my bearings again. Too much focus on GPS programming rather than flying. Thank God for SCT TRACON help and patience.

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.