Narrative:

We were cleared for the ILS runway 18C while outside duley. We were given an intercept heading of 210 degrees and told to maintain 5000 ft until established. We intercepted first the localizer and then the GS without incident. Passing duley; we were handed off to cvg tower. I switched to the tower frequency and before I had a chance to check-in; the tower monitor canceled our approach clearance and told us to maintain 4000 ft. We were descending through 4500 ft when this happened; so I promptly set 4000 ft in the altitude selector. The captain selected heading mode to get the aircraft out of the approach mode. He had not centered the heading bug; and I noticed the aircraft immediately begin a right turn to 210 degrees. I quickly spun the heading bug to approximately a heading of 180 degrees in order to stop the turn. The aircraft seemed very slow to respond and I verbally asked where's it going? I believe this was the first indication that the captain had that the aircraft was turning. The aircraft had deviated slightly west of course and was already turning back to the heading I had bugged when the tower monitor told us to track the localizer. The captain selected navigation mode: however we had a 20-25 KT crosswind at 4000 ft and the autoplt began oscillating back and forth attempting to track the localizer. I have seen this before and suggested that the captain go back to heading mode in order to get stabilized on the localizer before reselecting navigation mode. As my attention was focused getting the aircraft reestablished on the localizer; tower reclred us for the approach. I accepted the clearance before realizing we were now at 4000 ft and almost on top of logoz. We were nearly 1600 ft high. The captain turned off the autoplt and began a higher than standard rate of descent to recapture the GS. We were still not stabilized laterally when the captain began the descent. We quickly descended below the cloud deck and into VMC. I saw one set of approach lights at our 1-2 O'clock position. Due to visibility; I could not see any approach lights in front of us; nor could I make out the terminal environment. I glanced down at the localizer and saw it was deflected. I was losing situational awareness and becoming very uncomfortable. I suggested to the captain we go missed. As he was deciding to go missed; I finally spotted the dim approach lights to runway 18C directly in front of us. I told him to go visual and we landed without incident. The minimum rest period we had just had was a major factor as neither crew member had more than 6-6 1/2 hours of sleep.

Related reports:

Google
 

Original NASA ASRS Text

Title: ACR FLT CREW IS CLEARED FOR AN IMC ILS APPROACH FROM WELL ABOVE GS WHICH RESULTS IN AN UNSTABILIZED APPROACH AND LANDING IN VISUAL CONDITIONS.

Narrative: WE WERE CLRED FOR THE ILS RWY 18C WHILE OUTSIDE DULEY. WE WERE GIVEN AN INTERCEPT HDG OF 210 DEGS AND TOLD TO MAINTAIN 5000 FT UNTIL ESTABLISHED. WE INTERCEPTED FIRST THE LOC AND THEN THE GS WITHOUT INCIDENT. PASSING DULEY; WE WERE HANDED OFF TO CVG TWR. I SWITCHED TO THE TWR FREQ AND BEFORE I HAD A CHANCE TO CHK-IN; THE TWR MONITOR CANCELED OUR APCH CLRNC AND TOLD US TO MAINTAIN 4000 FT. WE WERE DSNDING THROUGH 4500 FT WHEN THIS HAPPENED; SO I PROMPTLY SET 4000 FT IN THE ALT SELECTOR. THE CAPT SELECTED HDG MODE TO GET THE ACFT OUT OF THE APCH MODE. HE HAD NOT CTRED THE HDG BUG; AND I NOTICED THE ACFT IMMEDIATELY BEGIN A R TURN TO 210 DEGS. I QUICKLY SPUN THE HDG BUG TO APPROX A HDG OF 180 DEGS IN ORDER TO STOP THE TURN. THE ACFT SEEMED VERY SLOW TO RESPOND AND I VERBALLY ASKED WHERE'S IT GOING? I BELIEVE THIS WAS THE FIRST INDICATION THAT THE CAPT HAD THAT THE ACFT WAS TURNING. THE ACFT HAD DEVIATED SLIGHTLY W OF COURSE AND WAS ALREADY TURNING BACK TO THE HDG I HAD BUGGED WHEN THE TWR MONITOR TOLD US TO TRACK THE LOC. THE CAPT SELECTED NAV MODE: HOWEVER WE HAD A 20-25 KT XWIND AT 4000 FT AND THE AUTOPLT BEGAN OSCILLATING BACK AND FORTH ATTEMPTING TO TRACK THE LOC. I HAVE SEEN THIS BEFORE AND SUGGESTED THAT THE CAPT GO BACK TO HDG MODE IN ORDER TO GET STABILIZED ON THE LOC BEFORE RESELECTING NAV MODE. AS MY ATTN WAS FOCUSED GETTING THE ACFT REESTABLISHED ON THE LOC; TWR RECLRED US FOR THE APCH. I ACCEPTED THE CLRNC BEFORE REALIZING WE WERE NOW AT 4000 FT AND ALMOST ON TOP OF LOGOZ. WE WERE NEARLY 1600 FT HIGH. THE CAPT TURNED OFF THE AUTOPLT AND BEGAN A HIGHER THAN STANDARD RATE OF DSCNT TO RECAPTURE THE GS. WE WERE STILL NOT STABILIZED LATERALLY WHEN THE CAPT BEGAN THE DSCNT. WE QUICKLY DSNDED BELOW THE CLOUD DECK AND INTO VMC. I SAW ONE SET OF APCH LIGHTS AT OUR 1-2 O'CLOCK POS. DUE TO VISIBILITY; I COULD NOT SEE ANY APCH LIGHTS IN FRONT OF US; NOR COULD I MAKE OUT THE TERMINAL ENVIRONMENT. I GLANCED DOWN AT THE LOC AND SAW IT WAS DEFLECTED. I WAS LOSING SITUATIONAL AWARENESS AND BECOMING VERY UNCOMFORTABLE. I SUGGESTED TO THE CAPT WE GO MISSED. AS HE WAS DECIDING TO GO MISSED; I FINALLY SPOTTED THE DIM APCH LIGHTS TO RWY 18C DIRECTLY IN FRONT OF US. I TOLD HIM TO GO VISUAL AND WE LANDED WITHOUT INCIDENT. THE MINIMUM REST PERIOD WE HAD JUST HAD WAS A MAJOR FACTOR AS NEITHER CREW MEMBER HAD MORE THAN 6-6 1/2 HRS OF SLEEP.

Data retrieved from NASA's ASRS site as of January 2009 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.