Narrative:

Upon being given vectors to ILS 18C at clt; we were cleared to join the localizer approximately 30 miles out at 8;000 ft and 180 KTS. The captain and I noted and discussed the relatively high crosswind (70 degrees from the right at just over 60 KTS and we concurred that joining the localizer in white needles was the best course of action. Still in white needles; we noted that the aircraft was just right of course but correcting. We were then cleared for the approach. The captain selected heading mode (heading bug was synced) and we both switched to green needles. The captain selected apr mode. Localizer was immediately captured and annunciated in the FMA. The aircraft was still tracking right of course; but inside of 1 dot deflection on the CDI and slowly centering. We had been aware of aircraft on both the ILS 18L and ILS 18R approaches and that the aircraft on 18R seemed to be getting closer. At that moment; clt tower called and instructed us to immediately turn left to rejoin the localizer. The captain engaged heading mode and commenced a slight turn to the left to center us on course. He then reengaged appr mode and the localizer captured again. Shortly thereafter; ATC broke us off the approach and resequenced us for the ILS 18L approach. A subsequent normal approach and landing was performed. I believe this event was a result of the combination of two primary factors. First; the high crosswind component (and its evolving effect on our course as we turned to intercept the localizer) caused the autopilot to take longer than usual to center us on course. Second; ATC's failure to stagger the aircraft on 3 parallel approaches at a considerable distance from the field put 3 aircraft somewhat unnecessarily right next to each other. We were the middle aircraft of 3 abreast into clt. Though I don't believe separation was lost (and no TCAS RA was issued); we were monitoring our position relative to the localizer and the other 2 aircraft and discussing a correction just as ATC issued the instruction to turn left and rejoin. In retrospect; as a crew; we could have been more proactive in getting the airplane centered on course during simultaneous parallel approaches rather than letting the autopilot take its time in correcting. We also could have communicated the wind condition and its effect to ATC.

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Original NASA ASRS Text

Title: ATC issued a CRJ200 on approach to CLT 18C a go around because it was drifting toward another aircraft in winds 70 degrees right at over 60 KTS. Three aircraft were on approaches to the three 18 runways simultaneously.

Narrative: Upon being given vectors to ILS 18C at CLT; we were cleared to join the localizer approximately 30 miles out at 8;000 FT and 180 KTS. The Captain and I noted and discussed the relatively high crosswind (70 degrees from the right at just over 60 KTS and we concurred that joining the localizer in white needles was the best course of action. Still in white needles; we noted that the aircraft was just right of course but correcting. We were then cleared for the approach. The Captain selected HDG mode (heading bug was synced) and we both switched to green needles. The Captain selected APR mode. LOC was immediately captured and annunciated in the FMA. The aircraft was still tracking right of course; but inside of 1 dot deflection on the CDI and slowly centering. We had been aware of aircraft on both the ILS 18L and ILS 18R approaches and that the aircraft on 18R seemed to be getting closer. At that moment; CLT Tower called and instructed us to immediately turn left to rejoin the localizer. The Captain engaged HDG mode and commenced a slight turn to the left to center us on course. He then reengaged APPR mode and the LOC captured again. Shortly thereafter; ATC broke us off the approach and resequenced us for the ILS 18L approach. A subsequent normal approach and landing was performed. I believe this event was a result of the combination of two primary factors. First; the high crosswind component (and its evolving effect on our course as we turned to intercept the localizer) caused the autopilot to take longer than usual to center us on course. Second; ATC's failure to stagger the aircraft on 3 parallel approaches at a considerable distance from the field put 3 aircraft somewhat unnecessarily right next to each other. We were the middle aircraft of 3 abreast into CLT. Though I don't believe separation was lost (and no TCAS RA was issued); we were monitoring our position relative to the localizer and the other 2 aircraft and discussing a correction just as ATC issued the instruction to turn left and rejoin. In retrospect; as a crew; we could have been more proactive in getting the airplane centered on course during simultaneous parallel approaches rather than letting the autopilot take its time in correcting. We also could have communicated the wind condition and its effect to ATC.

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.