Narrative:

The entire flight was uneventful up until the approach into clt. On-time departure; smooth flight; and what looked to be an on-time arrival. The captain was the pilot monitoring and the first officer was pilot flying. We set up early for the ADENA3 arrival into clt and placed the ILS 36L into the FMS based on prior experience of having that runway assigned on this arrival. The approach briefing was completed prior to FL180. Upon checking in with clt approach; we were assigned 36C. I personally was surprised as I know this is mainly used for departures. I changed the runway in the FMS and placed the new localizer frequency in standby. (Just habit from flying the 200 for most of my career; I understand the 900 will auto tune the correct localizer frequency in the active.) the first officer (first officer) then briefed the approach for 36C.we were vectored onto final and cleared the visual for 36C and told to hold 180 kts until the FAF glasi. Just prior to glasi; I observed an aircraft taking off and checked in with tower. She advised that we were cleared to land and that another aircraft would be departing prior to us landing. At about 2 miles before the runway; I recited the go around calls to refresh the first officer on what to say because I had that feeling it was going to be close. We had just descended below the 'minimums' aircraft call; and the aircraft on the runway had not rotated; I was just about to call tower when tower stated to 'go around.'the go around was executed successfully and we were handed off to approach. We were assigned 36L now. As pilot monitoring; I finished all checklists; input the ILS 36L into the FMS and placed the new localizer frequency in standby. Since we had already briefed that approach; we discussed the main highlights- localizer frequency; MDA adjustment; etc. Then I called the flight attendants to advise what happened and the time until next landing. Next; I made a brief announcement to the passengers - I felt the need to do so since the go around was made at such a low altitude; I did not want them to be too scared or worried.approach asked if we wanted to switch to 36R; but I opted no. Reason #1; we had already switched runways; I didn't want to keep switching frequencies and reason #2; our fuel was getting close to touching our reserve fuel. I just wanted to land as soon as possible. The error that I made was I forgot to switch back to white needles. I have been trying to use the 900's feature of hitting apr mode without switching the frequencies from standby to active; as you do in the 200 and 700. I set up approaches as if I am in the 200 so I do not forget to switch frequencies if I do switch planes; but I told myself I need to learn and adjust to all aircraft and use all the different features. Not realizing though; since I had not switched back to white needles; the aircraft did not auto sequence to the new 36L localizer frequency. When given the final vector to join 36L localizer; the aircraft intercepted 36C before I realized what was going on. I was looking at my mfd and saw the aircraft was not on the white line (inbound course for 36L) and just as I realized what was happening; approach controller asked which runway localizer we were on. I apologized and told him we were correcting. By the sound of his voice; approach was not upset. He handed us off to tower and said to have a good day. I know he understood we had just gone around from 36C and were under a higher workload.we had a stable approach; landed on 36L; and taxied in the gate without any issues.first officer; as pilot flying; disengaged autopilot to get aircraft on correct localizer quicker while pilot monitoring corrected navigation set-up. First; make sure to switch back to white needles after go around and auto tune! Second; always double check the localizer identification on the mfd lower left screen. I usually always state the localizer identification; but this event proves that under high workloads; there are areas that are missed that would not be missed during calmer flights.

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Original NASA ASRS Text

Title: CRJ-900 Captain is told to go-around by the Tower due to a departing aircraft still on the runway. On the next approach the runway is changed by ATC; but the frequency is not changed by the crew; resulting in lining up on the center runway instead of the left. The Captain and ATC detect the deviation at the same moment and the crew moves over to the left runway.

Narrative: The entire flight was uneventful up until the approach into CLT. On-time departure; smooth flight; and what looked to be an on-time arrival. The Captain was the Pilot Monitoring and the First Officer was Pilot Flying. We set up early for the ADENA3 arrival into CLT and placed the ILS 36L into the FMS based on prior experience of having that runway assigned on this arrival. The approach briefing was completed prior to FL180. Upon checking in with CLT approach; we were assigned 36C. I personally was surprised as I know this is mainly used for departures. I changed the runway in the FMS and placed the new LOC frequency in standby. (Just habit from flying the 200 for most of my career; I understand the 900 will auto tune the correct LOC frequency in the active.) The First Officer (FO) then briefed the approach for 36C.We were vectored onto final and cleared the visual for 36C and told to hold 180 kts until the FAF GLASI. Just prior to GLASI; I observed an aircraft taking off and checked in with Tower. She advised that we were cleared to land and that another aircraft would be departing prior to us landing. At about 2 miles before the runway; I recited the go around calls to refresh the FO on what to say because I had that feeling it was going to be close. We had just descended below the 'minimums' aircraft call; and the aircraft on the runway had not rotated; I was just about to call tower when tower stated to 'Go Around.'The go around was executed successfully and we were handed off to Approach. We were assigned 36L now. As Pilot Monitoring; I finished all checklists; input the ILS 36L into the FMS and placed the new LOC frequency in standby. Since we had already briefed that approach; we discussed the main highlights- LOC frequency; MDA adjustment; etc. Then I called the Flight Attendants to advise what happened and the time until next landing. Next; I made a brief announcement to the passengers - I felt the need to do so since the go around was made at such a low altitude; I did not want them to be too scared or worried.Approach asked if we wanted to switch to 36R; but I opted no. Reason #1; we had already switched runways; I didn't want to keep switching frequencies and Reason #2; our fuel was getting close to touching our Reserve fuel. I just wanted to land as soon as possible. The error that I made was I forgot to switch back to white needles. I have been trying to use the 900's feature of hitting APR mode without switching the frequencies from Standby to Active; as you do in the 200 and 700. I set up approaches as if I am in the 200 so I do not forget to switch frequencies if I do switch planes; but I told myself I need to learn and adjust to all aircraft and use all the different features. Not realizing though; since I had not switched back to white needles; the aircraft did not auto sequence to the new 36L LOC frequency. When given the final vector to join 36L LOC; the aircraft intercepted 36C before I realized what was going on. I was looking at my MFD and saw the aircraft was not on the white line (inbound course for 36L) and just as I realized what was happening; Approach controller asked which runway LOC we were on. I apologized and told him we were correcting. By the sound of his voice; Approach was not upset. He handed us off to tower and said to have a good day. I know he understood we had just gone around from 36C and were under a higher workload.We had a stable approach; landed on 36L; and taxied in the gate without any issues.FO; as pilot flying; disengaged autopilot to get aircraft on correct LOC quicker while Pilot monitoring corrected navigation set-up. First; make sure to switch back to white needles after go around and auto tune! Second; always double check the LOC ID on the MFD lower left screen. I usually always state the LOC ID; but this event proves that under high workloads; there are areas that are missed that would not be missed during calmer flights.

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.