Localizer overshot in heading track deviation.

Attributes
ACN	212660
Time
Date	199206
Day	Fri
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : mco
State Reference	FL
Altitude	msl bound lower : 3800 msl bound upper : 3800
Environment
Flight Conditions	Mixed
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : mco
Operator	common carrier : air carrier
Make Model Name	Medium Large Transport, Low Wing, 2 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 : 210 flight time total : 11750
ASRS Report	212660
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Experience	flight time last 90 days : 180 flight time total : 6650
ASRS Report	212470
Events
Anomaly	aircraft equipment problem : less severe non adherence : clearance other anomaly other other spatial deviation
Independent Detector	other controllera other flight crewa
Resolutory Action	flight crew : overcame equipment problem flight crew : returned to intended course or assigned course
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

We were operating a scheduled flight from bdl to mco. Landing 17 and 18R. We were approaching from the northeast, trying to stay south of the circuit breaker's building on the north side of the field. We were instructed to fly a 250 degree heading to intercept the 17 localizer and to descend and maintain 2500 ft. We were following these instructions, descending at 210-220 KTS on a 250 degree heading. This heading gave us a 70 degree intercept to the localizer. This, coupled with the given airspeed, proved to be too much to accomplish the intercept, creating an overshoot of the localizer. An immediate steep banked turn (45 degrees) was initiated to the left. The aircraft was leveled off at 3800 ft and slowed to flap extension speed. TCASII issued a TA for another aircraft on 18R, however, a RA was never issued. Visual separation was acquired and maintained with other aircraft. Localizer was reintercepted and we landed visually without incident. Probably cause was threefold: excessive intercept angle for that distance from the airport, failure to recognize high intercept rate during high workload time in the cockpit and inability of flight director system to command a steering change at that closure rate.

Original NASA ASRS Text

Title: LOC OVERSHOT IN HDG TRACK DEV.

Narrative: WE WERE OPERATING A SCHEDULED FLT FROM BDL TO MCO. LNDG 17 AND 18R. WE WERE APCHING FROM THE NE, TRYING TO STAY S OF THE CB'S BUILDING ON THE N SIDE OF THE FIELD. WE WERE INSTRUCTED TO FLY A 250 DEG HDG TO INTERCEPT THE 17 LOC AND TO DSND AND MAINTAIN 2500 FT. WE WERE FOLLOWING THESE INSTRUCTIONS, DSNDING AT 210-220 KTS ON A 250 DEG HDG. THIS HDG GAVE US A 70 DEG INTERCEPT TO THE LOC. THIS, COUPLED WITH THE GIVEN AIRSPD, PROVED TO BE TOO MUCH TO ACCOMPLISH THE INTERCEPT, CREATING AN OVERSHOOT OF THE LOC. AN IMMEDIATE STEEP BANKED TURN (45 DEGS) WAS INITIATED TO THE L. THE ACFT WAS LEVELED OFF AT 3800 FT AND SLOWED TO FLAP EXTENSION SPD. TCASII ISSUED A TA FOR ANOTHER ACFT ON 18R, HOWEVER, A RA WAS NEVER ISSUED. VISUAL SEPARATION WAS ACQUIRED AND MAINTAINED WITH OTHER ACFT. LOC WAS REINTERCEPTED AND WE LANDED VISUALLY WITHOUT INCIDENT. PROBABLY CAUSE WAS THREEFOLD: EXCESSIVE INTERCEPT ANGLE FOR THAT DISTANCE FROM THE ARPT, FAILURE TO RECOGNIZE HIGH INTERCEPT RATE DURING HIGH WORKLOAD TIME IN THE COCKPIT AND INABILITY OF FLT DIRECTOR SYS TO COMMAND A STEERING CHANGE AT THAT CLOSURE RATE.

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.