Narrative:

Misunderstood controllers clearance causing a delay in acquiring the localizer for runway 16R at slc. When we asked for clarification, controller then issued a heading to intercept localizer. In the confusion and the requirement to change navigation frequencys and course selectors we flew through the localizer, requiring a go around. Contributing factors: excessive controller workload causing him to speak too fast and give too much information with each transmission. No warning from the controller that he wanted us to fly a complicated transition to an ILS approach. Controller issued speed restriction of 170 KTS which is excessive for the maneuvering involved to fly the approach. Corrective actions: controllers need to let pilots know exactly which approach and transition to the approach to expect. A better understanding by approach controllers of an acfts capabilities ie, the time it takes an airplane to go down, slow down, turn, etc. Supplemental information from 167521. ATC gave us a heading to intercept the localizer. (In the meantime, we had switched frequencys on the navigation radios to see where we had gone wrong). In the time it took to retune the navigation radios back to the ILS 16R frequency, we flew through the localizer, causing the truly vigilant controller to have to command us to fly a missed approach.

Related reports:

Google
 

Original NASA ASRS Text

Title: ACR LGT INSTRUCTED TO MAKE A MISSED APCH AFTER OVERSHOOTING THE LOC AN A RADAR VECTORING APCH.

Narrative: MISUNDERSTOOD CTLRS CLRNC CAUSING A DELAY IN ACQUIRING THE LOC FOR RWY 16R AT SLC. WHEN WE ASKED FOR CLARIFICATION, CTLR THEN ISSUED A HDG TO INTERCEPT LOC. IN THE CONFUSION AND THE REQUIREMENT TO CHANGE NAV FREQS AND COURSE SELECTORS WE FLEW THROUGH THE LOC, REQUIRING A GO AROUND. CONTRIBUTING FACTORS: EXCESSIVE CTLR WORKLOAD CAUSING HIM TO SPEAK TOO FAST AND GIVE TOO MUCH INFO WITH EACH XMISSION. NO WARNING FROM THE CTLR THAT HE WANTED US TO FLY A COMPLICATED TRANSITION TO AN ILS APCH. CTLR ISSUED SPD RESTRICTION OF 170 KTS WHICH IS EXCESSIVE FOR THE MANEUVERING INVOLVED TO FLY THE APCH. CORRECTIVE ACTIONS: CTLRS NEED TO LET PLTS KNOW EXACTLY WHICH APCH AND TRANSITION TO THE APCH TO EXPECT. A BETTER UNDERSTANDING BY APCH CTLRS OF AN ACFTS CAPABILITIES IE, THE TIME IT TAKES AN AIRPLANE TO GO DOWN, SLOW DOWN, TURN, ETC. SUPPLEMENTAL INFO FROM 167521. ATC GAVE US A HDG TO INTERCEPT THE LOC. (IN THE MEANTIME, WE HAD SWITCHED FREQS ON THE NAV RADIOS TO SEE WHERE WE HAD GONE WRONG). IN THE TIME IT TOOK TO RETUNE THE NAV RADIOS BACK TO THE ILS 16R FREQ, WE FLEW THROUGH THE LOC, CAUSING THE TRULY VIGILANT CTLR TO HAVE TO COMMAND US TO FLY A MISSED APCH.

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.