Narrative:

ATC provided vectors to intercept the localizer and GS over the OM; which did not allow the localizer to capture in time to permit capturing the GS. The auto pilot proceeded to follow the localizer course erratically; making 40-60 degree corrections and repeatedly flying through the course. At 1000 feet to MDA; the captain executed a missed approach. The tower gave us a left turn to 090 and maintain 2000 feet. During the missed approach; I called 200 feet to go; but we still flew through our assigned altitude. I called out 'altitude'. At 2500 we received a TA. At 2700 feet I called out 'you are still climbing'. We returned to 2000 feet and everything continued as normal. The bad vector from ATC is what really allowed the event to occur in the first place. Requiring the use of the autopilot for all IMC approaches has made pilots hesitate to turn off the autopilot and just hand fly. The pilots are no longer as proficient as they once were; and their confidence in hand flying an approach is greatly diminished. Had the pilot been hand flying; the aircraft would not have been oscillating back and forth across the localizer and capturing the GS after it failed to capture would have been very simple. Automation is a great thing; but sometimes doing it by hand works a lot better; and we could have avoided the missed approach to begin with. The sops are too restrictive in this regard. Turning the autopilot on after going missed would have helped a great deal due to the work load and unfamiliar ops.

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Original NASA ASRS Text

Title: Turbulence; strong crosswinds; a poor vector to intercept plus a Pilot Flying well behind the aircraft combined to cause a CRJ200 flight crew to execute a missed approach and try again.

Narrative: ATC provided vectors to intercept the LOC and GS over the OM; which did not allow the LOC to capture in time to permit capturing the GS. The Auto Pilot proceeded to follow the LOC course erratically; making 40-60 degree corrections and repeatedly flying through the course. At 1000 feet to MDA; the Captain executed a missed approach. The Tower gave us a left turn to 090 and maintain 2000 feet. During the missed approach; I called 200 feet to go; but we still flew through our assigned altitude. I called out 'Altitude'. At 2500 we received a TA. At 2700 feet I called out 'You are still climbing'. We returned to 2000 feet and everything continued as normal. The bad vector from ATC is what really allowed the event to occur in the first place. Requiring the use of the autopilot for ALL IMC approaches has made pilots hesitate to turn off the autopilot and just hand fly. The pilots are no longer as proficient as they once were; and their confidence in hand flying an approach is greatly diminished. Had the pilot been hand flying; the aircraft would not have been oscillating back and forth across the LOC and capturing the GS after it failed to capture would have been very simple. Automation is a great thing; but sometimes doing it by hand works a lot better; and we could have avoided the missed approach to begin with. The SOPs are too restrictive in this regard. Turning the autopilot on after going missed would have helped a great deal due to the work load and unfamiliar ops.

Data retrieved from NASA's ASRS site as of April 2012 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.