Narrative:

Approach to runway 35 center in dallas; captain was flying. Weather was IMC; ATIS reporting 500 overcast; pilot report indicated ceiling on final 900 feet. On our first approach we were cleared to join the localizer at 2100 feet; then subsequently cleared for the ILS. Established on the localizer; when the glideslope came alive we continued to configure with gear down and flaps three. The captain called for the landing checklist and before the checklist was started we realized we had forgotten to arm the approach and had flown through the glideslope at 2100 feet. We declared a missed approach and continued to track the localizer at 2100 feet. It took about 15 minutes to get vectored around for another approach. At some point the ATIS was changed to 400 feet overcast but ceiling on final still reported at 900 feet. We also had received several reports of a significant wind shift occurring around 2000 feet which was complicating approaches. The wind was reported to shift from a tailwind of up to 30 knots to a headwind of 10 knots on the ground. We got vectored for our second approach and everything was proceeding normally until managed speed was set near the outer marker. At that point; the engines began to spool up for a few seconds before finally throttling back to adjust for the new target airspeed. We could not figure out what caused the engines to spool up momentarily (approach was activated and confirmed); but now our airspeed was much faster than it should have been. We were on glideslope at 1000 feet but still fast. Being distracted with our mistakes and confused by the jump in power and airspeed increase; I failed to make the required call out at 500. Landing was made well within the touchdown zone and we taxied to the gate.both of us were tired and stressed after our mistakes on the first approach caused an unnecessary go around. We should have let that first approach go and treated the next approach as a fresh start.although we could not figure out why the engines spooled up; it may have had something to do with the way we handled post-go around flight plan in the mcdu and set up for the next approach. Better familiarity with situations which may cause this would help to avoid recurrences.just like with runway crossings; I should discontinue other duties so I can monitor in-flight transitions such as glide slope capture.

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Original NASA ASRS Text

Title: Air carrier crew reported executing a missed approach after not arming approach mode causing the aircraft to fly through the localizer.

Narrative: Approach to runway 35 center in Dallas; captain was flying. Weather was IMC; ATIS reporting 500 overcast; pilot report indicated ceiling on final 900 feet. On our first approach we were cleared to join the localizer at 2100 feet; then subsequently cleared for the ILS. Established on the localizer; when the glideslope came alive we continued to configure with gear down and flaps three. The captain called for the landing checklist and before the checklist was started we realized we had forgotten to arm the approach and had flown through the glideslope at 2100 feet. We declared a missed approach and continued to track the localizer at 2100 feet. It took about 15 minutes to get vectored around for another approach. At some point the ATIS was changed to 400 feet overcast but ceiling on final still reported at 900 feet. We also had received several reports of a significant wind shift occurring around 2000 feet which was complicating approaches. The wind was reported to shift from a tailwind of up to 30 knots to a headwind of 10 knots on the ground. We got vectored for our second approach and everything was proceeding normally until managed speed was set near the outer marker. At that point; the engines began to spool up for a few seconds before finally throttling back to adjust for the new target airspeed. We could not figure out what caused the engines to spool up momentarily (approach was activated and confirmed); but now our airspeed was much faster than it should have been. We were on glideslope at 1000 feet but still fast. Being distracted with our mistakes and confused by the jump in power and airspeed increase; I failed to make the required call out at 500. Landing was made well within the touchdown zone and we taxied to the gate.Both of us were tired and stressed after our mistakes on the first approach caused an unnecessary go around. We should have let that first approach go and treated the next approach as a fresh start.Although we could not figure out why the engines spooled up; it may have had something to do with the way we handled post-go around flight plan in the MCDU and set up for the next approach. Better familiarity with situations which may cause this would help to avoid recurrences.Just like with runway crossings; I should discontinue other duties so I can monitor in-flight transitions such as glide slope capture.

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.