Commuter aircraft overshoots localizer on approach with parallel runways in use.

Attributes
ACN	285428
Time
Date	199410
Day	Sun
Local Time Of Day	1801 To 2400
Place
Locale Reference	atc facility : cvg
State Reference	OH
Altitude	msl bound lower : 3000 msl bound upper : 3000
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Controlling Facilities	tracon : cvg artcc : zob
Operator	common carrier : air carrier
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 135
Flight Phase	descent : approach
Route In Use	approach : visual
Flight Plan	VFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp pilot : commercial pilot : instrument
Experience	flight time last 90 days : 150 flight time total : 4100 flight time type : 1500
ASRS Report	285428
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : commercial pilot : instrument
Events
Anomaly	conflict : airborne less severe non adherence : clearance other spatial deviation
Independent Detector	other flight crewa
Resolutory Action	flight crew : became reoriented
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

We were 20 mi outside of cvg when approach told us to maintain 230 KIAS. I saw the airport and asked the first officer if he 'saw the airport.' he replied 'yes that he saw the airport and beacon.' I told approach 'we have the airport in sight.' approach cleared us for the visual approach to join final outside of troyf. Troyf is 5.6 DME on the runway 36R localizer. The first officer remained on a 300 degree heading to join the final. Approach then cleared us for the visual again using the same instructions as before. As we approached the final approach course I told the first officer 'you are going to blow through the course.' he did not respond. As he passed through the localizer I repeated 'you are blowing through the localizer.' the first officer then started a 5-10 degree bank turn to the right. Becoming alarmed I said 'you have blown through the course are you going to the wrong runway.' I then repeated 'you are going for the wrong runway.' the first officer still remained in a 5-10 degree bank turn. I proceeded to reach for the controls and said 'crank it over into a hard bank now!' the first officer then rolled into a 30 degree bank turn then lined up on the correct runway. There was a B-767 lining up on the correct runway. There was a B-767 lining up on the runway 36L final that caught mine and the controllers attention. There was no conflict at anytime but I did not want the first officer to drift any further. As we switched to tower I thought I had heard our call sign being called by the approach controller. Tower cleared us to land and nothing was said about the situation. After landing I asked the first officer what he was doing and he said 'I lost the runway and could not find it.' I asked why he didn't tell me and I could have guided him to the airport. I also stated that when I said you were blowing through the localizer that the localizer was currently centered on course. He replied 'he was looking outside for the runway.' the biggest problem in this case was the first officer's failure to tell me that he had lost the airport in the dark and his not paying attention to my prompt that he was blowing through course. I should have taken the aircraft over sooner than I was going to, but I thought he would turn.

Original NASA ASRS Text

Title: COMMUTER ACFT OVERSHOOTS LOC ON APCH WITH PARALLEL RWYS IN USE.

Narrative: WE WERE 20 MI OUTSIDE OF CVG WHEN APCH TOLD US TO MAINTAIN 230 KIAS. I SAW THE ARPT AND ASKED THE FO IF HE 'SAW THE ARPT.' HE REPLIED 'YES THAT HE SAW THE ARPT AND BEACON.' I TOLD APCH 'WE HAVE THE ARPT IN SIGHT.' APCH CLRED US FOR THE VISUAL APCH TO JOIN FINAL OUTSIDE OF TROYF. TROYF IS 5.6 DME ON THE RWY 36R LOC. THE FO REMAINED ON A 300 DEG HDG TO JOIN THE FINAL. APCH THEN CLRED US FOR THE VISUAL AGAIN USING THE SAME INSTRUCTIONS AS BEFORE. AS WE APCHED THE FINAL APCH COURSE I TOLD THE FO 'YOU ARE GOING TO BLOW THROUGH THE COURSE.' HE DID NOT RESPOND. AS HE PASSED THROUGH THE LOC I REPEATED 'YOU ARE BLOWING THROUGH THE LOC.' THE FO THEN STARTED A 5-10 DEG BANK TURN TO THE R. BECOMING ALARMED I SAID 'YOU HAVE BLOWN THROUGH THE COURSE ARE YOU GOING TO THE WRONG RWY.' I THEN REPEATED 'YOU ARE GOING FOR THE WRONG RWY.' THE FO STILL REMAINED IN A 5-10 DEG BANK TURN. I PROCEEDED TO REACH FOR THE CTLS AND SAID 'CRANK IT OVER INTO A HARD BANK NOW!' THE FO THEN ROLLED INTO A 30 DEG BANK TURN THEN LINED UP ON THE CORRECT RWY. THERE WAS A B-767 LINING UP ON THE CORRECT RWY. THERE WAS A B-767 LINING UP ON THE RWY 36L FINAL THAT CAUGHT MINE AND THE CTLRS ATTN. THERE WAS NO CONFLICT AT ANYTIME BUT I DID NOT WANT THE FO TO DRIFT ANY FURTHER. AS WE SWITCHED TO TWR I THOUGHT I HAD HEARD OUR CALL SIGN BEING CALLED BY THE APCH CTLR. TWR CLRED US TO LAND AND NOTHING WAS SAID ABOUT THE SIT. AFTER LNDG I ASKED THE FO WHAT HE WAS DOING AND HE SAID 'I LOST THE RWY AND COULD NOT FIND IT.' I ASKED WHY HE DIDN'T TELL ME AND I COULD HAVE GUIDED HIM TO THE ARPT. I ALSO STATED THAT WHEN I SAID YOU WERE BLOWING THROUGH THE LOC THAT THE LOC WAS CURRENTLY CTRED ON COURSE. HE REPLIED 'HE WAS LOOKING OUTSIDE FOR THE RWY.' THE BIGGEST PROB IN THIS CASE WAS THE FO'S FAILURE TO TELL ME THAT HE HAD LOST THE ARPT IN THE DARK AND HIS NOT PAYING ATTN TO MY PROMPT THAT HE WAS BLOWING THROUGH COURSE. I SHOULD HAVE TAKEN THE ACFT OVER SOONER THAN I WAS GOING TO, BUT I THOUGHT HE WOULD TURN.

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.