A BE58 PLT ENTERED GCK CLASS D AIRSPACE AND LANDED AT THE ARPT WITHOUT A CLRNC.

Narrative

AT THE CONCLUSION OF A NORMAL PART 91 VFR FLT; I UNKNOWINGLY ENTERED CLASS D AIRSPACE WITH AN OPERATING CTL TWR AND SUBSEQUENTLY LANDED AT THAT ARPT WITHOUT ESTABLISHING RADIO CONTACT WITH THE TWR CTLR. ENRTE CHARTS; APCH PLATES; AND WAC CHARTS WERE USED FOR NAV. A NORMAL BRIEFING WAS OBTTAINED EMPHASIZING CURRENT AND FORECAST WX CONDITIONS AS WELL AS NOTAMS CONCERNING NAVAID AND FACILITY CHANGES. NO UNUSUAL NOTAMS WERE IN EFEFCT FOR THE 4 CITES OR ANY AIRSPACE ENRTE. A CTAF FREQ OF 123.0 WAS ENTERED AND WX WAS OBTAINED FROM THE ASOS FACILITY. APCHING THE ARPT FROM THE N; AND WITH REGARD TO THE RPTED WINDS; I ELECTED FOR A STRAIGHT-IN APCH TO RWY 17. I SET UP FOR THE VOR DME RWY 17 APCH AS WELL AS THE ILS RWY 35 APCH ADJUSTED TO SIMULATE A BACKCOURSE APCH TO RWY 17. I THEN REMOVED THE ARPT DIAGRAM PLATE FROM THE BINDER TO USE FOR TAXIING AFTER LNDG. A FINAL MENTAL NOTE WAS MADE OF THE APCH DISTANCES AND STEP DOWN FIXES/ALTS FOR THE VOR DME RWY 17 APCH AND THE APCH BINDER WAS PUT AWAY SO AS NOT TO INTERFERE WITH THE REMAINDER OF THE FLT. APPROX 20 MI FROM THE ARPT; I SWITCHED THE 2 EXTERNAL LNDG LIGHTS ON AND BEGAN PERIODIC POS RPTS ON THE CTAF FREQ. THROUGHOUT THIS PERIOD I NEITHER HEARD NOR SAW ANY OTHER TFC. WITH THE LOWERING OF THE LNDG GEAR; THE TAXI LIGHT WAS SWITCHED ON. APPROX 2 MI FROM THE RWY END; I MADE A FINAL RADIO CALL INDICATING THAT I WAS ON A 2 MI FINAL. AS I SCANNED THE ARPT FOR ANY OTHER ACFT TAXIING TOWARD THE RWY; I NOTICED A CTL TWR. NOT RECALLING ANY COMS FREQS OTHER THAN THE CTAF; I CONTINUED INBOUND. I GLANCED AT THE TWR A COUPLE MORE TIMES LOOKING FOR BEACON LIGHTS; TWR LIGHT GUN SIGNALS; OR ANY OTHER SIGNS OF 'LIFE' TO SUGGEST IT WAS AN OPERATING CTL TWR. NOT SEEING ANY; I ASSUMED IT WAS A DECOMMISSIONED TWR AND LANDED. DURING THE LNDG ROLL; A VOICE CAME ON THE CTAF FREQ INSTRUCTING ME TO CONTACT TWR ON 118.15. I IMMEDIATELY CONTACTED THE TWR ON THIS FREQ. I WAS THEN INSTRUCTED TO CONTACT GND CTL ON 119.1 UPON EXITING THE RWY; WHICH I DID. THE SAME CTLR THEN SAID THE TWR HAD BEEN OPEN FOR A YR; AND THAT 'THE NEXT TIME I ENTER HIS CLASS D AIRSPACE; TO CALL HIM FIRST.' I ASSURED HIM I WOULD AND TAXIED TO PARKING. I MADE A NOTE ON MY ARPT DIAGRAM OF THE GND CTL AND TWR FREQS. I REVIEWED MY NAV MATERIAL TO DETERMINE HOW I MISSED THAT AN OPERATING CTL TWR WAS IN PLACE AT THIS ARPT. THE ENRTE CHART AND ALL OF THE APCH PLATES WERE CURRENT WITH THE SINGLE EXCEPTION OF THE ARPT DIAGRAM PLATE. SOMEHOW; THE ARPT DIAGRAM PLATE HAD INADVERTENTLY BEEN OVERLOOKED DURING A REVISION. THIS CHART SHOWED ONLY THE CTAF FREQ. THE OTHER CHARTS DID SHOW THE RIGHT FREQ OF 118.15. I WAS RELYING ON THE ARPT DIAGRAM PLATE FOR THE COM INFO EXCLUSIVELY. THE BEST COURSE OF ACTION TO PREVENT THIS FROM HAPPENING AGAIN IS TO XREF ALL AVAILABLE MATERIAL FOR OBVIOUS DIFFERENCES. WHILE NAV FACILITIES ARE EASIER TO DETERMINE FROM THEIR AUDIBLE IDENT; AND ALREADY TWRED ARPTS HAVE NUMEROUS OPTIONS TO GATHER INFO (ATIS; APCH; TWR; ETC); UNCTLED ARPTS DO NOT USUALLY HAVE ANYTHING MORE THAN A SINGLE FREQ. SIMPLY XCHKING THIS ONE FREQ ACROSS THE MULTIPLE AVAILABLE SOURCES WOULD HAVE ALLEVIATED THE PROB. IN ADDITION; CONTINUED AND ENHANCED VIGILANCE DURING THE REVISION PROCESS WOULD FURTHER PREVENT A LIKE EVENT FROM HAPPENING AGAIN.