Narrative:

With approach, turned left base and 3000 ft MSL for runway 17C dfw. With field in site cleared for visual runway 17C. Base turn was pretty close (inside marker) and 90 degrees from final. Descent to glide scope intercept altitude (approximately 2200 ft) was begun. As per our procedures, I was on raw data for the ILS intercept (PNF). Autoplt was armed to intercept (dfw tower cleared us at this time for landing runway 17C). But because we were 90 degree off runway heading the aircraft failed capture localizer in time to make the turn. The captain disconnected the autoplt and turned the aircraft back to the left and toward runway. Because of this maneuver we lost localizer guidance to the flight director and I cycled the first officersouth to give the captain guidance for landing. We completed landing checks and I noticed localizer and GS bars on first officer appeared well left and high. At this time I noticed no VASI on the runway we were lined up on and told the captain we were heading for runway 17R and that we should go around. The captain leveled off briefly and then executed a go around at 500 ft AGL. Approximately 4 seconds later dfw trw also told us to go around. Factors: 1) sharp turn to final with autoplt on. 2) PNF (per procedure) not in map mode which would clue him in earlier to runway. Also too busy with navigation instruments and checklist to notice runway earlier. 3) this was a rerte leg. Delay night before had us flying at XC30 (XA30 body time). We both felt that we had been able to sleep ok before the flight, but XA30 is still XA30.

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Original NASA ASRS Text

Title: A B762 CREW, TURNING FINAL AT DFW, OVERSHOT RWY CTRLINE AND LINED UP ON THE PARALLEL. REALIZED THEIR MISTAKE, A GAR WAS EXECUTED.

Narrative: WITH APCH, TURNED L BASE AND 3000 FT MSL FOR RWY 17C DFW. WITH FIELD IN SITE CLRED FOR VISUAL RWY 17C. BASE TURN WAS PRETTY CLOSE (INSIDE MARKER) AND 90 DEGS FROM FINAL. DESCENT TO GLIDE SCOPE INTERCEPT ALTITUDE (APPROX 2200 FT) WAS BEGUN. AS PER OUR PROCS, I WAS ON RAW DATA FOR THE ILS INTERCEPT (PNF). AUTOPLT WAS ARMED TO INTERCEPT (DFW TWR CLRED US AT THIS TIME FOR LNDG RWY 17C). BUT BECAUSE WE WERE 90 DEG OFF RWY HEADING THE ACFT FAILED CAPTURE LOC IN TIME TO MAKE THE TURN. THE CAPT DISCONNECTED THE AUTOPLT AND TURNED THE ACFT BACK TO THE L AND TOWARD RWY. BECAUSE OF THIS MANEUVER WE LOST LOC GUIDANCE TO THE FLT DIRECTOR AND I CYCLED THE FOS TO GIVE THE CAPT GUIDANCE FOR LNDG. WE COMPLETED LNDG CHKS AND I NOTICED LOC AND GS BARS ON FO APPEARED WELL L AND HIGH. AT THIS TIME I NOTICED NO VASI ON THE RWY WE WERE LINED UP ON AND TOLD THE CAPT WE WERE HEADING FOR RWY 17R AND THAT WE SHOULD GAR. THE CAPT LEVELED OFF BRIEFLY AND THEN EXECUTED A GAR AT 500 FT AGL. APPROX 4 SECS LATER DFW TRW ALSO TOLD US TO GAR. FACTORS: 1) SHARP TURN TO FINAL WITH AUTOPLT ON. 2) PNF (PER PROC) NOT IN MAP MODE WHICH WOULD CLUE HIM IN EARLIER TO RWY. ALSO TOO BUSY WITH NAVIGATION INSTRUMENTS AND CHKLIST TO NOTICE RWY EARLIER. 3) THIS WAS A RERTE LEG. DELAY NIGHT BEFORE HAD US FLYING AT XC30 (XA30 BODY TIME). WE BOTH FELT THAT WE HAD BEEN ABLE TO SLEEP OK BEFORE THE FLT, BUT XA30 IS STILL XA30.

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.