PLT OF SMA LANDS IN EMER CONDITIONS AFTER SEVERAL UNSUCCESSFUL APCHS AT VAD.

Narrative

THE DECISION WAS MADE TO MAKE THE APCH AT THE DEST. AN APCH WAS COMMENCED WITH A RADAR VECTOR TO THE OM. AT WHAT I THOUGHT WAS THE POS OF THE MARKER; I GOT NO MARKER SIGNAL AND UPON CHKING THE GPS; FOUND I WAS TOO FAR INSIDE TO COMMENCE AN APCH. I THEN REALIZED THAT THE GS HAD NOT BECOME ACTIVE EITHER. I DECLARED A MISSED APCH AND WENT AROUND FOR ANOTHER TRY. AS I WAS BEING VECTORED FOR A SECOND APCH; I TESTED THE MARKER AND IT TESTED AS WORKING PROPERLY. I NOW WAS WONDERING WHAT WAS GOING ON WITH THE GS. AS I WAS TURNED ON FINAL FOR THE APCH; I STILL DID NOT SEE THE GS COME ACTIVE AND DIDN'T ADVISE THE CTLR. I IDENTED THE MARKER IN 3 WAYS. THE APCH CTLR GAVE ME DISTANCE; BOTH THE GPS AND DME WERE COUNTING DOWN PROPERLY AND AT THAT TIME; I DECIDED TO DO A LOC ONLY APCH. THIS APCH ALSO RESULTED IN A MISSED APCH DUE TO NO GND OR RWY CONTACT AT MINIMUMS. THEN I RAN INTO AN UNEXPECTED PROB. I WASN'T PAYING TOO MUCH ATTN TO THE ENG INSTS SINCE THEY WERE ONLY A CASUAL PART OF MY SCAN. HOWEVER; I NOTICED THAT THE OIL TEMP WAS NOW RISING FAR ABOVE NORMAL. THIS BECAME A MAJOR FACTOR IN MY DECISION SINCE I NOW HAD TO GET THE AIRPLANE ON THE GND. I FELT THAT IF I DIDN'T; AND THE OIL TEMP WENT BEYOND REDLINE WITH THE OUTSIDE TEMPS BEING SO HOT THIS SUMMER AS WELL AS ON THIS PARTICULAR DAY; I WOULD HAVE A REAL EMER WITH A FAILED ENG ON MY HANDS IN IFR CONDITIONS. SO I WAS AGAIN VECTORED FOR ANOTHER APCH AND MADE THE DECISION THAT I HAD AN EMER ON MY HANDS AND WOULD HAVE TO DO WHATEVER WAS NECESSARY TO COMPLETE THE FLT WITHOUT ANY FURTHER INTERRUPTIONS. I INTERCEPTED THE LOC AND HAND FLEW THE APCH TO FULL ILS MINIMUMS; BROKE OUT AND FOUND I WAS OFFSET FROM THE CTRLINE OF THE RWY TOO FAR TO MAKE A SAFE LNDG. I REQUESTED AND RECEIVED A CIRCLING APCH TO ANOTHER RWY; WHICH I SAW I COULD NOT MAKE AND THEN SETTLED MYSELF DOWN AND MADE SHALLOW TURNS TO LINE MYSELF BACK UP ON THE PRIMARY RWY AND LANDED SAFELY. ON TOUCHDOWN; THE OIL TEMP HAD EXCEEDED THE SAFE OPERATING RANGE; BUT THANKFULLY NOT THE MANUFACTURER'S REDLINE. MISTAKES MADE AND LESSONS LEARNED: 1) I SHOULD NOT HAVE MADE THE SECOND APCH AFTER I FOUND OUT THAT THE MARKER WASN'T WORKING. DIVERTING TO THE ALTERNATE SHOULD HAVE BEEN THE CHOICE TO MAKE. I WAS; HOWEVER; CONCERNED THAT THE ALTERNATE MAY HAVE DROPPED DOWN SO THAT I WOULD BE FACED WITH THE SAME CONDITIONS AFTER ARRIVING THERE HAVING USED UP 45 MINS MORE OF FUEL. THAT WOULD HAVE STILL LEFT ME WITH LEGAL RESERVES; BUT RESERVES BELOW MY COMFORT LEVEL GIVEN THE LOW IFR CONDITIONS IN THE AREA. I ALSO COULD HAVE RETURNED TO VFR CONDITIONS AT MY DEP ARPT BUT DISMISSED THAT DUE TO A BUILDING LINE OF TSTMS I HAD JUST COME THROUGH. 2) I SHOULD HAVE LET APCH CTL KNOW THAT I WASN'T GETTING THE MARKER ON THE FIRST APCH NOR THE GS ON THE SECOND APCH. I ALSO SHOULD HAVE DECLARED AN EMER AFTER I MISSED THE SECOND APCH. I DIDN'T DO IT BECAUSE IT WOULD HAVE FRIGHTENED MY WIFE WHO WAS IN THE R SEAT. I DIDN'T WANT ANOTHER PROB TO DEAL WITH AS I WAS TOO BUSY TRYING TO FLY THE AIRPLANE AND GET IT ON THE GND. 3) I HAND FLEW THE AIRPLANE ON ALL THE APCHS AND DIDN'T EVEN THINK TO GET HELP FROM THE AUTOPLT. IF I HAD TURNED IT ON IN APCH MODE; IT WOULD HAVE HELPED ME FLY THE ILS MORE ACCURATELY. 4) I HAVE MADE ARRANGEMENTS TO CHK OUT ALL THE AVIONICS; INSTS AND ASSOCIATED SYS AND AM CONSIDERING UPGRADING TO A SECOND ILS RECEIVER SO I WILL HAVE A BACKUP. 5) IN RETROSPECT; I WENT THROUGH WHAT I NEVER THOUGHT I WOULD EVER EXPERIENCE. FIRST IT WAS DENIAL. THIS IS NOT HAPPENING TO ME. THEN IT WAS HOPE. I HOPED THAT THE MARKER AND GS WOULD GET BACK TO WORK. FINALLY; I JUST SHUT DOWN ALL OTHER THINKING TO FLY THE AIRPLANE AND LAND SAFELY. 6) I'M NOT HAPPY WITH MYSELF AT ALL OVER THIS EVENT. I'LL NEVER DO THAT AGAIN.