Narrative:

During the ILS runway 23 approach into cak we noticed small intermittent lateral movements of the localizer needle on both sides but always returning to center (not a loss of signal, nor full scale deflection). The captain had already turned off the autoplt approximately 2 mi outside the FAF, but was using the flight director for the approach. At approximately 1800 ft MSL (550 ft hat), the needle snapped to a full scale deflection, the captain then called for a missed approach. We set the missed approach power, retracted flaps to 12 degrees, and retracted the gear as per the company's standardizations manual. After leveling at 3000 ft on the runway heading as directed by ATC, the airspeed exceeded 200 KTS (vfe flaps 12 degrees). Immediately the captain called for and the first officer retracted the flaps to 0 degrees. The airspeed reached approximately 206 KTS for about 2-4 seconds. Contributing factors include the sudden full scale deflection of the localizer which caused us to go missed approach at an unusually high altitude (ie, short climb to missed approach altitude). A combination of this and ATC communications caused the first officer to overlook the standard '500 ft' AGL callout (at which the flaps are retracted to 0 degrees) until already leveling at 3000 ft. Once leveling, the aircraft quickly accelerated and the flap speed was exceeded briefly. Additional factors were that the crew was on their 14TH hour of duty that day, and the first officer's low time in type (2ND day online). Supplemental information from acn 564611: I called 'select heading' and then called 'select vertical speed.' this activated the flight director at 2700 ft and we were beginning to leveloff. I called for after takeoff checks and was concentrating on leveling the aircraft when we got a single chime and a flap overspd cas message. I called flaps up and pulled the throttles back immediately. The '500 ft' call was never made because the missed approach was commenced from an altitude above 500 ft. Under normal circumstances, the '500 ft' call prompts the PF to call 'flaps up.' also under normal circumstances, the after takeoff checks would be accomplished while still climbing and used as a backup to verify the flaps were retracted. There wasn't enough time to accomplish the after takeoff checks before leveloff. After the flap overspd, we set up for the ILS runway 23 at cak again. On our second attempt at the ILS, we had similar problems with the CDI and had to do another missed approach. We decided not to attempt the approach again and diverted to cle where the WX was reported VMC. We landed in cle uneventfully.

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Original NASA ASRS Text

Title: A LOC NEEDLE DEFLECTION PROB DISTRACTS A DO328 FLC TO THE POINT THAT, DURING THE MISSED APCH, THE CREW FORGETS OR FAILS TO RETRACT THE FLAPS FROM THE 12 DEG POS BEFORE EXCEEDING THE VFE SPD DURING LEVELOFF NEAR CAK, OH.

Narrative: DURING THE ILS RWY 23 APCH INTO CAK WE NOTICED SMALL INTERMITTENT LATERAL MOVEMENTS OF THE LOC NEEDLE ON BOTH SIDES BUT ALWAYS RETURNING TO CTR (NOT A LOSS OF SIGNAL, NOR FULL SCALE DEFLECTION). THE CAPT HAD ALREADY TURNED OFF THE AUTOPLT APPROX 2 MI OUTSIDE THE FAF, BUT WAS USING THE FLT DIRECTOR FOR THE APCH. AT APPROX 1800 FT MSL (550 FT HAT), THE NEEDLE SNAPPED TO A FULL SCALE DEFLECTION, THE CAPT THEN CALLED FOR A MISSED APCH. WE SET THE MISSED APCH PWR, RETRACTED FLAPS TO 12 DEGS, AND RETRACTED THE GEAR AS PER THE COMPANY'S STANDARDIZATIONS MANUAL. AFTER LEVELING AT 3000 FT ON THE RWY HEADING AS DIRECTED BY ATC, THE AIRSPD EXCEEDED 200 KTS (VFE FLAPS 12 DEGS). IMMEDIATELY THE CAPT CALLED FOR AND THE FO RETRACTED THE FLAPS TO 0 DEGS. THE AIRSPD REACHED APPROX 206 KTS FOR ABOUT 2-4 SECONDS. CONTRIBUTING FACTORS INCLUDE THE SUDDEN FULL SCALE DEFLECTION OF THE LOC WHICH CAUSED US TO GO MISSED APCH AT AN UNUSUALLY HIGH ALT (IE, SHORT CLB TO MISSED APCH ALT). A COMBINATION OF THIS AND ATC COMS CAUSED THE FO TO OVERLOOK THE STANDARD '500 FT' AGL CALLOUT (AT WHICH THE FLAPS ARE RETRACTED TO 0 DEGS) UNTIL ALREADY LEVELING AT 3000 FT. ONCE LEVELING, THE ACFT QUICKLY ACCELERATED AND THE FLAP SPD WAS EXCEEDED BRIEFLY. ADDITIONAL FACTORS WERE THAT THE CREW WAS ON THEIR 14TH HR OF DUTY THAT DAY, AND THE FO'S LOW TIME IN TYPE (2ND DAY ONLINE). SUPPLEMENTAL INFO FROM ACN 564611: I CALLED 'SELECT HEADING' AND THEN CALLED 'SELECT VERT SPD.' THIS ACTIVATED THE FLT DIRECTOR AT 2700 FT AND WE WERE BEGINNING TO LEVELOFF. I CALLED FOR AFTER TKOF CHKS AND WAS CONCENTRATING ON LEVELING THE ACFT WHEN WE GOT A SINGLE CHIME AND A FLAP OVERSPD CAS MESSAGE. I CALLED FLAPS UP AND PULLED THE THROTTLES BACK IMMEDIATELY. THE '500 FT' CALL WAS NEVER MADE BECAUSE THE MISSED APCH WAS COMMENCED FROM AN ALT ABOVE 500 FT. UNDER NORMAL CIRCUMSTANCES, THE '500 FT' CALL PROMPTS THE PF TO CALL 'FLAPS UP.' ALSO UNDER NORMAL CIRCUMSTANCES, THE AFTER TKOF CHKS WOULD BE ACCOMPLISHED WHILE STILL CLBING AND USED AS A BACKUP TO VERIFY THE FLAPS WERE RETRACTED. THERE WASN'T ENOUGH TIME TO ACCOMPLISH THE AFTER TKOF CHKS BEFORE LEVELOFF. AFTER THE FLAP OVERSPD, WE SET UP FOR THE ILS RWY 23 AT CAK AGAIN. ON OUR SECOND ATTEMPT AT THE ILS, WE HAD SIMILAR PROBS WITH THE CDI AND HAD TO DO ANOTHER MISSED APCH. WE DECIDED NOT TO ATTEMPT THE APCH AGAIN AND DIVERTED TO CLE WHERE THE WX WAS RPTED VMC. WE LANDED IN CLE UNEVENTFULLY.

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.