Air Traffic Control Fully Certified; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Air Traffic Control Military 0; Air Traffic Control Non Radar 40; Air Traffic Control Radar 40; Air Traffic Control Supervisory 30; Flight Crew Last 90 Days 150; Flight Crew Total 25000; Flight Crew Type 130
Confusion; Situational Awareness
Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach
Human Factors; Weather
I had requested and was set up for the RNAV [approach]. At some point a few miles out from the initial fix the Controller informed me that the approach would intrude on a TFR and suggested the VOR [approach]. We had quite a lot of moderate turbulence and I was having difficulty loading the new approach; setting the minimums and; most importantly; briefing the approach to myself. I was cleared for the approach and to join the 10 DME arc which I believed I did. I was not getting a good VOR signal but GPS showed the inbound course approaching. As I turned inbound on the final course still trying to identify the VOR; the Controller asked why I was not on the arc. I started second-guessing my own procedure but was confident I would get the airport in sight as the AWOS I had been monitoring was reporting 2- 5 miles Vis over the last hour.At this point I looked over and realized I had mis-tuned the VOR freq. Due to the Controller's questioning; very bad turbulence; poor forward visibility and my admittedly botched approach; I decided to discontinue the approach. I was not confident of my position in relation to the missed approach point and elected; for safety; to climb straight ahead as I could see the mountains on either side and had good forward visibility above the smoke.I was then cleared for the RNAV (GPS) C approach and got the airport in sight and landed.I was given a phone number to call; which I did; and was advised of a possible pilot deviation.My interpretation of the clearance 'Join the 10 DME arc; cleared for the approach' was that I had been vectored to the approach. Later; upon review of the approach; I realized I should have flown to the IAF and joined the arc or simply requested the non-arc approach by flying to ZZZ and making the procedure turn.I allowed myself to get rushed in very poor flight conditions. I should have asked for vectors or holding in order to properly review the approach in the first place.
Lancair pilot reported discontinuing an approach after becoming disoriented.