INADEQUATE PLT TECHNIQUE FLYING CREATES A POOR APCH PROC WHICH CALLS FOR AN AMENDED CLRNC AND AN ASR APCH.

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THE SITUATION WAS A BOTCHED IFR APCH. WE WERE INBOUND FOR ELP AND EXPECTING THE LOC DME TO RWY 4. WE WERE WITHIN APPROX 10 MI WITH VECTORS WHEN ANOTHER ACFT; I BELIEVE IT WAS AN ACR RPTED MODERATE TO SEVERE TURB ON APCH AND FINAL TO RWY 4. APCH ASKED IF WE COULD ACCEPT VOR TO RWY 26L. I SAID OK AND PROCEEDED TO GET THE CHART ON TOP OF MY YOKE CLIP. I CHANGED THE VOR FREQ'S AND BOTH NAV/COM AND TURNED TO THE HDG. APCH WAS GIVING ME TO INTERCEPT THE 081 DEG RADIAL. DIRECT THE VOR. WE WERE CLRED FOR THE APCH. MY FIRST MISTAKE WAS NOT CHANGING THE DME FROM THE LOC/DME FREQ OF 111.5 TO THE VOR OF 115.2. I FLEW ALONG AND SAW THAT THE DME WAS GETTING FARTHER AWAY FROM THE FIX; WHICH I STILL WAS THINKING WAS THE VOR-DME. I HAD INTERCEPTED THE 245 DEG RADIAL WHICH WAS THE FINAL RADIAL TO THE ARPT. WE HAD BROKEN OUT BUT COULD NOT SEE THE ARPT. AT 3.7 DME I WAS PREPARING TO GO MISSED APCH WHEN APCH ASK ME IF I SAW THE ARPT. I TOLD THEM NO. I COULD SEE TOWN AND A LARGE BANK WAS BELOW ME. THEY GAVE ME AN IMMEDIATE CLBING L TURN TO 120 DEGS AND 7000 FT. WE WENT BACK OUT AND CAME IN ON AN ASR WITH NO FURTHER PROBLEMS. FROM MY POINT I SEE 3 CONTRIBUTING MAJOR FACTORS TO THIS PROBLEM. THE TRANSPONDER HAD QUIT ON THE WAY DOWN; THEREFORE ONLY PRIMARY RETURNS WERE SEEN. I THINK WE WERE NOT IN RADAR CONTACT AT THIS TIME. I MISSED VOR STATION PASSAGE FOR A BRIEF PERIOD AND DID NOT TURN AT THE RIGHT TIME. WRONG FREQ SET UP ON THE DME. ONCE I GOT THINGS TOGETHER WITH THE RIGHT FREQS EVERYTHING WAS OK FOR THE REMAINDER OF THE FLT.