Narrative:

While on descent into atlanta; we assumed and briefed the DIRTY2 RNAV arrival with a transition to runway 9L. Shortly before the dirty intersection; we were told to expect ILS 8R. I reprogrammed the FMC and briefed the arrival and the approach. My error was not manually tuning the new ILS frequency. The 9L frequency remained in both navigation radios. While on a vector to join the 8R localizer; we flew through the course and could not rejoin. A go-around was issued by ATC. While being vectored around for another approach; we noticed our error and tuned in the correct frequency. The approach was briefed once again and we prepared for another approach. While on a vector to join the 8R localizer; we captured the localizer and glideslope and proceeded down the glidepath. We were then told to switch to tower but the pilot monitoring misheard the frequency and tuned in the charted tower frequency for 8R. This was not the frequency that was issued. Shortly after this; I noticed the localizer start to drift right and the plane began to follow it. The localizer then went back to the left. I advised the captain that I was having localizer problems. At the same time all this was happening; tower got a hold of us and issued another go-around. Upon the third attempt; we once again captured the 8R localizer; however shortly before nzbit; my localizer flagged and the captain took control of the airplane and we then landed safely. After parking the plane safely and completing the parking checklist; we wrote in the logbook that the first officer localizer flagged during approach. This was a repeat writeup due to the fact that the localizer was written in the logbook two days prior to this event. All three approaches were clearances for ILS 8R; not ILS prm 8R. Every time a new clearance is issued; both pilots need to review and brief the new approach procedures. Also; it is very important to look at previous writeups and be prepared for those issues to happen again; even if they are cleared by maintenance.

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Original NASA ASRS Text

Title: B737 sencond generation flight crew describes two go arounds at ATL. The first due to not tuning a new localizer frequency after ATC assigns a runway change. The second is due to the failure of the First Officer's localizer receiver. The Captain takes over on the third attempt when the First Officer's localizer indicator flags; and lands safely.

Narrative: While on descent into Atlanta; we assumed and briefed the DIRTY2 RNAV Arrival with a transition to Runway 9L. Shortly before the DIRTY intersection; we were told to expect ILS 8R. I reprogrammed the FMC and briefed the arrival and the approach. My error was not manually tuning the new ILS frequency. The 9L frequency remained in both NAV radios. While on a vector to join the 8R LOC; we flew through the course and could not rejoin. A go-around was issued by ATC. While being vectored around for another approach; we noticed our error and tuned in the correct frequency. The approach was briefed once again and we prepared for another approach. While on a vector to join the 8R Localizer; we captured the Localizer and glideslope and proceeded down the glidepath. We were then told to switch to Tower but the Pilot Monitoring misheard the frequency and tuned in the charted Tower frequency for 8R. This was not the frequency that was issued. Shortly after this; I noticed the Localizer start to drift right and the plane began to follow it. The Localizer then went back to the left. I advised the Captain that I was having Localizer problems. At the same time all this was happening; Tower got a hold of us and issued another go-around. Upon the third attempt; we once again captured the 8R Localizer; however shortly before NZBIT; my Localizer flagged and the Captain took control of the airplane and we then landed safely. After parking the plane safely and completing the Parking Checklist; we wrote in the logbook that the FO Localizer flagged during approach. This was a repeat writeup due to the fact that the Localizer was written in the logbook two days prior to this event. All three approaches were clearances for ILS 8R; not ILS PRM 8R. Every time a new clearance is issued; both Pilots need to review and brief the new approach procedures. Also; it is very important to look at previous writeups and be prepared for those issues to happen again; even if they are cleared by Maintenance.

Data retrieved from NASA's ASRS site 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.