Narrative:

Expecting to land runway 27L. PF in right seat noticed we were about to go through localizer for runway 27L. We did overshoot localizer west/O a left turn call from the approach controller, until we were well through the extended centerline of runway 27L. We then saw a to our right and above us (which we assumed was on approach for runway 26R) as the approach controller was calling us to turn left to 250 degrees to intercept the 27L localizer and descend to 2800' MSL. This we did, immediately, but overshot the localizer again (this time to the south of course) due to what seemed to be a problem with the F/D's ability to capture the localizer signal. After 2 of 3 attempts to engage the capture function of the F/D, it seemed to function properly. Approach then asked us to check our altitude, since they were showing us at 2600'. We x-chked altimeters and verified 2800' MSL and so stated to the controller. The controller subsequently asked us if we were now receiving the localizer all right! We answered in the affirmative. Missed or ungiven radio calls to airports with parallel approachs in progress (while on base leg, especially) are some of my least favorite things in aviation. Even with increased vigilance and awareness in these situations; they occur more often than they should (once is too often!). The obvious solution for the flight deck crew is to maintain situational awareness (so we will know where we are at all times and what we should expect from a controller in given situations) and a healthy dose of 'friendly' skepticism for uncomfortable developments. In our situation I should have been on the radio asking the controller for the turn to final much sooner. Sometimes, with congested radio frequencys, this is easier said than done, but necessary to be heard.

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Original NASA ASRS Text

Title: TWO EXCURSIONS THROUGH THE LOC LEG CAUSED APCH CTLR TO QUESTION FLT CREW.

Narrative: EXPECTING TO LAND RWY 27L. PF IN R SEAT NOTICED WE WERE ABOUT TO GO THROUGH LOC FOR RWY 27L. WE DID OVERSHOOT LOC W/O A L TURN CALL FROM THE APCH CTLR, UNTIL WE WERE WELL THROUGH THE EXTENDED CTRLINE OF RWY 27L. WE THEN SAW A TO OUR R AND ABOVE US (WHICH WE ASSUMED WAS ON APCH FOR RWY 26R) AS THE APCH CTLR WAS CALLING US TO TURN L TO 250 DEGS TO INTERCEPT THE 27L LOC AND DSND TO 2800' MSL. THIS WE DID, IMMEDIATELY, BUT OVERSHOT THE LOC AGAIN (THIS TIME TO THE S OF COURSE) DUE TO WHAT SEEMED TO BE A PROB WITH THE F/D'S ABILITY TO CAPTURE THE LOC SIGNAL. AFTER 2 OF 3 ATTEMPTS TO ENGAGE THE CAPTURE FUNCTION OF THE F/D, IT SEEMED TO FUNCTION PROPERLY. APCH THEN ASKED US TO CHK OUR ALT, SINCE THEY WERE SHOWING US AT 2600'. WE X-CHKED ALTIMETERS AND VERIFIED 2800' MSL AND SO STATED TO THE CTLR. THE CTLR SUBSEQUENTLY ASKED US IF WE WERE NOW RECEIVING THE LOC ALL RIGHT! WE ANSWERED IN THE AFFIRMATIVE. MISSED OR UNGIVEN RADIO CALLS TO ARPTS WITH PARALLEL APCHS IN PROGRESS (WHILE ON BASE LEG, ESPECIALLY) ARE SOME OF MY LEAST FAVORITE THINGS IN AVIATION. EVEN WITH INCREASED VIGILANCE AND AWARENESS IN THESE SITUATIONS; THEY OCCUR MORE OFTEN THAN THEY SHOULD (ONCE IS TOO OFTEN!). THE OBVIOUS SOLUTION FOR THE FLT DECK CREW IS TO MAINTAIN SITUATIONAL AWARENESS (SO WE WILL KNOW WHERE WE ARE AT ALL TIMES AND WHAT WE SHOULD EXPECT FROM A CTLR IN GIVEN SITUATIONS) AND A HEALTHY DOSE OF 'FRIENDLY' SKEPTICISM FOR UNCOMFORTABLE DEVELOPMENTS. IN OUR SITUATION I SHOULD HAVE BEEN ON THE RADIO ASKING THE CTLR FOR THE TURN TO FINAL MUCH SOONER. SOMETIMES, WITH CONGESTED RADIO FREQS, THIS IS EASIER SAID THAN DONE, BUT NECESSARY TO BE HEARD.

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.