Baron 58/58TC
Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Flight Crew Last 90 Days 90; Flight Crew Total 10000; Flight Crew Type 4000
Distraction; Human-Machine Interface; Other / Unknown; Situational Awareness
ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Human Factors; Procedure; Weather
Inbound [for landing]; checked in and reported information W: 400 FT OVC 1.25 visibility; although later it was reported as 400 FT OVC and 0.75 mile visibility. Was told to expect ILS Runway XXL; but will 'pass on your request for XXR to the next Controller' (unsolicited; the Controller knew where we park). Turned over to Final Controller [who] said XXL would be faster due to traffic on the right side. Vectored on downwind and base; then given intercept heading inside the IF; cleared for ILS XXL; and given a descent to an intermediate altitude to maintain until established on the final approach course. Aircraft was being flown through the autopilot and Garmin 1000. The autopilot was initially in heading and altitude hold; later in approach mode. With the LOC coming alive; the same Controller offered XXR. I accepted and was given vector to turn right to intercept XXR localizer. With the about 20-30 KT left crosswind; shot right through the XXR localizer before it was tuned up. Controller then gave vector for a left turn to re-intercept. Unfortunately; localizer was inadvertently left tuned to XXL. When finally captured; aircraft was on the localizer for the wrong (XXL) runway. Complicating the directional issues was the assignment to descend to and maintain a preliminary altitude until established on the final approach course; so as to cross the FAF at 1;800 FT for XXL or 2;200 FT for XXR. With the distraction and confusion of changing the approach procedure; altitude control was imprecise and may have resulted in significant deviations. With yet another vector; and selecting the correct procedure/localizer frequency; aircraft was finally stabilized on the correct (XXR) approach just inside the final approach fix. Conclusions: Accepting the challenge of switching runways in IMC between the IF and FAF is probably not a good idea. Automation dependency was a factor with the Garmin 1000. Be wary of too much 'help' from controllers.
A BE58 pilot was given a late runway change vector while flying on autopilot with a GPS. The pilot became distracted after failing to select the new ILS frequency; which resulted in confusion and additional vectors.