A commuter flight crew continued an unstable visual approach without the runway in sight. The controller intervened, and attempted to vector the flight crew back onto final approach. The flight crew still strayed and were then given a clearance for a landing on a different runway. During the low approach to the other runway, a GPWS alert sounded.

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Attributes
ACN	328080
Time
Date	199602
Day	Thu
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : dfw
State Reference	TX
Altitude	msl bound lower : 1000 msl bound upper : 1000
Environment
Flight Conditions	Marginal
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : dfw
Operator	common carrier : air carrier
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 121
Navigation In Use	Other
Flight Phase	descent : approach
Route In Use	approach : visual
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 250 flight time total : 12000 flight time type : 100
ASRS Report	328080
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : commercial pilot : instrument
Events
Anomaly	non adherence : far other anomaly other
Independent Detector	other flight crewa
Resolutory Action	controller : issued new clearance other
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	other

Narrative:

We were on the bridgeport 5 STAR, WX on ATIS was reported as clear below 12000 ft and visibility over 10 NM. As we got closer to dfw for a visual approach for runway 18R, it became apparent that there was a cloud bank and reduced visibility ahead. Controller asked if we saw runway 18R, and I advised ATC that there were clouds ahead. Controller complained about the new automated WX reporting system, how unreliable it is. We had grapevine lake dam in sight, but not runway 18R. I told approach this. (Dam is on extended final to runway 18R). We received instructions for a hard right turn, to reintercept runway 18R. We still did not see runway 18R. ATC was getting nervous. When we finally saw the airport we were on the east side of dfw, overshot runway 18R, and were cleared for runway 17L. GPWS sounded: 'too low, gear.' we went to tower about a mi out, tower was looking for us. It was an unstable, high speed, and steep turn approach. Unsafe. We landed safely.

Original NASA ASRS Text

Title: A COMMUTER FLC CONTINUED AN UNSTABLE VISUAL APCH WITHOUT THE RWY IN SIGHT. THE CTLR INTERVENED, AND ATTEMPTED TO VECTOR THE FLC BACK ONTO FINAL APCH. THE FLC STILL STRAYED AND WERE THEN GIVEN A CLRNC FOR A LNDG ON A DIFFERENT RWY. DURING THE LOW APCH TO THE OTHER RWY, A GPWS ALERT SOUNDED.

Narrative: WE WERE ON THE BRIDGEPORT 5 STAR, WX ON ATIS WAS RPTED AS CLR BELOW 12000 FT AND VISIBILITY OVER 10 NM. AS WE GOT CLOSER TO DFW FOR A VISUAL APCH FOR RWY 18R, IT BECAME APPARENT THAT THERE WAS A CLOUD BANK AND REDUCED VISIBILITY AHEAD. CTLR ASKED IF WE SAW RWY 18R, AND I ADVISED ATC THAT THERE WERE CLOUDS AHEAD. CTLR COMPLAINED ABOUT THE NEW AUTOMATED WX RPTING SYS, HOW UNRELIABLE IT IS. WE HAD GRAPEVINE LAKE DAM IN SIGHT, BUT NOT RWY 18R. I TOLD APCH THIS. (DAM IS ON EXTENDED FINAL TO RWY 18R). WE RECEIVED INSTRUCTIONS FOR A HARD R TURN, TO REINTERCEPT RWY 18R. WE STILL DID NOT SEE RWY 18R. ATC WAS GETTING NERVOUS. WHEN WE FINALLY SAW THE ARPT WE WERE ON THE E SIDE OF DFW, OVERSHOT RWY 18R, AND WERE CLRED FOR RWY 17L. GPWS SOUNDED: 'TOO LOW, GEAR.' WE WENT TO TWR ABOUT A MI OUT, TWR WAS LOOKING FOR US. IT WAS AN UNSTABLE, HIGH SPD, AND STEEP TURN APCH. UNSAFE. WE LANDED SAFELY.

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.