Air carrier large transport overshot localizer intercept for IAP ILS approach to atl.

Attributes
ACN	164717
Time
Date	199012
Day	Fri
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : atl
State Reference	GA
Altitude	msl bound lower : 2700 msl bound upper : 2700
Environment
Flight Conditions	IMC
Light	Night
Aircraft 1
Controlling Facilities	tracon : atl tower : atl
Operator	common carrier : air carrier
Make Model Name	Large Transport, Low Wing, 3 Turbojet Eng
Flight Phase	descent : approach
Route In Use	enroute : on vectors
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 120 flight time total : 15000 flight time type : 750
ASRS Report	164717
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : instrument pilot : commercial pilot : atp
Experience	flight time last 90 days : 300 flight time total : 3800 flight time type : 910
ASRS Report	164719
Events
Anomaly	non adherence : clearance non adherence : published procedure other spatial deviation
Independent Detector	other controllera other flight crewa
Resolutory Action	controller : issued new clearance flight crew : returned to intended course or assigned course other
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Approach control gave us a runway change inbound from runway 8L to runway 9R and issued the ILS frequency. At that time the first officer briefed the approach for the changed runway and dialed in the wrong frequency as issued by ATC. The frequency as issued by ATC was for the wrong runway. It seemed to be taking too long to intercept the final approach localizer and I rechked the approach plate and attempted to retune the two receivers to the correct frequency. Immediately after this attempt the tower called the flight, and notified us that we had gone through the proper final approach path and were about to encroach the other runways final approach path. We were turned right, outbnd perpendicular to final and repositioned for another final approach. At no time were we notified of a 'near miss' or possible violation action as a result of this near encroachment. I feel that the problem was a direct result of a runway change during IFR conditions and a critical phase of flight. In addition to the issuance of what the entire crew feels was an incorrect frequency.

Original NASA ASRS Text

Title: ACR LGT OVERSHOT LOC INTERCEPT FOR IAP ILS APCH TO ATL.

Narrative: APCH CTL GAVE US A RWY CHANGE INBND FROM RWY 8L TO RWY 9R AND ISSUED THE ILS FREQ. AT THAT TIME THE F/O BRIEFED THE APCH FOR THE CHANGED RWY AND DIALED IN THE WRONG FREQ AS ISSUED BY ATC. THE FREQ AS ISSUED BY ATC WAS FOR THE WRONG RWY. IT SEEMED TO BE TAKING TOO LONG TO INTERCEPT THE FINAL APCH LOC AND I RECHKED THE APCH PLATE AND ATTEMPTED TO RETUNE THE TWO RECEIVERS TO THE CORRECT FREQ. IMMEDIATELY AFTER THIS ATTEMPT THE TWR CALLED THE FLT, AND NOTIFIED US THAT WE HAD GONE THROUGH THE PROPER FINAL APCH PATH AND WERE ABOUT TO ENCROACH THE OTHER RWYS FINAL APCH PATH. WE WERE TURNED R, OUTBND PERPENDICULAR TO FINAL AND REPOSITIONED FOR ANOTHER FINAL APCH. AT NO TIME WERE WE NOTIFIED OF A 'NEAR MISS' OR POSSIBLE VIOLATION ACTION AS A RESULT OF THIS NEAR ENCROACHMENT. I FEEL THAT THE PROB WAS A DIRECT RESULT OF A RWY CHANGE DURING IFR CONDITIONS AND A CRITICAL PHASE OF FLT. IN ADDITION TO THE ISSUANCE OF WHAT THE ENTIRE CREW FEELS WAS AN INCORRECT FREQ.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.