Narrative:

As we were getting vectored for the ILS 18C approach into cvg; the approach controller informed us that we would be landing with a 17 knot tailwind since the winds had shifted and asked if we would want the north runways instead. I elected the north runways with the advantageous wind; at which point we started being vectored for 36C. As we were being vectored downwind; we were given a vector toward the final approach fix; which was unanticipated. I started slowing down so as to configure. We were at 3;000 feet; the FAF was stated as above 2;400 feet. We were asked if we had the field in sight and when we confirmed; were cleared for the visual. We assigned a vector of 020 and to intercept.at this point there was a lot of radio confusion. The first officer (first officer) did not read back very fast and I repeated the 020 heading to him just in case he missed it. I started turning to 020. When the first officer repeated back the instruction; he accidently stepped on the controller. We caught the tail end of the transmission and asked the first officer to repeat and but by this point the controller was talking again; and people were stepping on each other again. Meanwhile; the 020 turn was certainly not going to work out since it was pointing us almost to the end of the runway and we were still at 3;000 feet and not configured. I asked the first officer to tell approach that we will not be able to continue the approach and took the aircraft off autopilot since it would intercept too late. The controlled gave us missed approach instructions which we executed. We were vectored back around and given equally unreasonable vectors but this time I anticipated them and slowed and configure exceedingly early.upon landing; I cleared the runway; and the first officer switched over to ground. Ground gave us taxi instructions and then asked us to copy down a phone number. As the first officer was copying down the number and running the after landing checklist; I was orienting myself with the airport diagram since we had briefed another runway.when the flight was complete and in the gate; I went into the airport and called the phone number. The controller informed us that we took too long to repeat back the instructions; he thought he heard us laughing and our tail did not clear the runway. I explained the radio confusion and assured him that no one was laughing; but maybe on the third blocked call might have sighed in exasperation and that if our tail had not cleared; the ground controlled who gave us the number should have told us.

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Original NASA ASRS Text

Title: CRJ900 Captain reported poor communication with ATC due to a busy frequency led to a bad vector to final and eventually a go around. After landing; they were asked to call ATC because the aircaft had not fully cleared the runway.

Narrative: As we were getting vectored for the ILS 18C approach into CVG; the approach controller informed us that we would be landing with a 17 knot tailwind since the winds had shifted and asked if we would want the north runways instead. I elected the north runways with the advantageous wind; at which point we started being vectored for 36C. As we were being vectored downwind; we were given a vector toward the final approach fix; which was unanticipated. I started slowing down so as to configure. We were at 3;000 feet; the FAF was stated as above 2;400 feet. We were asked if we had the field in sight and when we confirmed; were cleared for the visual. We assigned a vector of 020 and to intercept.At this point there was a lot of radio confusion. The First Officer (FO) did not read back very fast and I repeated the 020 heading to him just in case he missed it. I started turning to 020. When the FO repeated back the instruction; he accidently stepped on the controller. We caught the tail end of the transmission and asked the FO to repeat and but by this point the controller was talking again; and people were stepping on each other again. Meanwhile; the 020 turn was certainly not going to work out since it was pointing us almost to the end of the runway and we were still at 3;000 feet and not configured. I asked the FO to tell Approach that we will not be able to continue the approach and took the aircraft off autopilot since it would intercept too late. The controlled gave US missed approach instructions which we executed. We were vectored back around and given equally unreasonable vectors but this time I anticipated them and slowed and configure exceedingly early.Upon landing; I cleared the runway; and the FO switched over to ground. Ground gave us taxi instructions and then asked us to copy down a phone number. As the FO was copying down the number and running the after landing checklist; I was orienting myself with the airport diagram since we had briefed another runway.When the flight was complete and in the gate; I went into the airport and called the phone number. The controller informed us that we took too long to repeat back the instructions; he thought he heard us laughing and our tail did not clear the runway. I explained the radio confusion and assured him that no one was laughing; but maybe on the third blocked call might have sighed in exasperation and that if our tail had not cleared; the ground controlled who gave us the number should have told us.

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.