When confronted with FMS database runway selections at ASE that exceeded the number of available runways by a factor of three; a Citation XL flight crew elected to fly a raw data VOR DME approach which was followed by a missed approach and diversion to their alternate when they were unable to continue to a landing.
Synopsis
When confronted with FMS database runway selections at ASE that exceeded the number of available runways by a factor of three; a Citation XL flight crew elected to fly a raw data VOR DME approach which was followed by a missed approach and diversion to their alternate when they were unable to continue to a landing.
Narrative
On arrival into ASE; we copied the ATIS and I began to set up for the VOR DME C approach. The localizer was NOTAM'd out so the LOC DME E (our preferred approach) was unavailable. The weather was reporting light winds; 10 SM visibility and 6;000 broken. We expected to get in with the approach. I reviewed the approach plate and went to enter the approach in the FMS. When I called up the runway in the FMS it gave me 6 options: 15; 15C; 15R; 33; 33C and 33R. I went through the Runway 15 options and in the three Runway 15 options; there was no LOC DME E. I think the VOR DME C was under 15C. I selected the VOR DME C and reviewed the points. The database reflected the correct waypoints up to the Missed Approach Point. After that point all the waypoints in the database were not on the Approach Plate. I informed the pilot flying what I discovered and told him to fly the approach green needles. As you can imagine; he was not happy.We crossed the DBL VOR inbound with the CDI centered and he pointed to the MFD and said we were left of the line displayed. I put my hand on the MFD and said that I did not trust the course it depicted and pointed to the CDI and said that we had to fly it the old way; with the CDI centered. He did an excellent job keeping the CDI centered and following the step-downs. We knew that we were not going to see the runway in time and continued the approach to the Missed Approach point. We were IMC with heavy snow. We did see the airport just prior to the MAP. Now we had to execute the Missed green needles. The workload went from very busy to intense. It was lucky that both of us were old school and stepping away from the automation and flying the VOR was easy. It was uncomfortable not having the approach with GPS accuracy displayed as a backup. The Captain and I have flown a number of times together in the Ultra and now in the XL and have excellent CRM. I believe this was a contributing factor to the successful outcome. I sent an email to the Chief Pilot when I got home from this tour outlining the Database and asked it be looked into. I have not heard back. Flying the actual missed at ASE in IMC is NOTHING like doing it in the SIM.I suggest that this be addressed as a recurrent subject. I can see someone more dependent upon the automation getting in trouble.
NASA callback
The reporter clarified that his narrative references to 15; 15C; 15R etc. were six individual FMS selectable runways. ASE has only a single runway; 15/33. In the limited time available he was unable to investigate to his satisfaction which to select and was; thus; unable to line select the appropriate IAP. As a result he advocated flying the VOR DME approach using raw data; a perfectly acceptable alternative. The Captain agreed although with some reluctance being loath to abandon the comfort of the moving map display. Both pilots displayed raw data on the PFDs and the moving map display was selected on the MFD for reference. After completing the MAP they proceeded to their flight plan alternate.Although their Chief Pilot promised to investigate and report back his/her findings on the 'number of runways in the database' issue; as of the date of the callback this had not happened.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.