Heading track deviation during runway change in progress during IAP ILS approach.

Attributes
ACN	186799
Time
Date	199108
Day	Tue
Place
Locale Reference	airport : msp
State Reference	MN
Altitude	msl bound lower : 5000 msl bound upper : 8000
Aircraft 1
Controlling Facilities	tracon : msp
Operator	common carrier : air carrier
Make Model Name	Widebody, Low Wing, 3 Turbojet Eng
Flight Phase	cruise other descent : approach descent other
Route In Use	enroute : on vectors
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : instrument pilot : flight engineer pilot : commercial pilot : atp
Experience	flight time last 90 days : 180 flight time total : 7000 flight time type : 1500
ASRS Report	186799
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	non adherence : clearance other anomaly other other spatial deviation
Independent Detector	other controllera other flight crewa
Resolutory Action	flight crew : returned to intended course or assigned course other
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation other

Narrative:

We were being vectored for an approach to runway 4 at msp. As we were being vectored I heard the aircraft ahead being cleared for the ILS to 11R. Approach controller gave us a heading and I asked if this was still for runway 4. They said no, a change in ATIS and runways, this was for runway 11R. At this time they had given us 'slow at 8000 ft to 210 KTS then descend to 6000', as we were slowing they said 'slow to 180 KT descend to 5000.' I was busy pulling out an approach plate for the new runway, we were IFR, and the so was beginning the landing check. On his call 'approach frequency's and courses' I replied with the course and frequency, at this time approach gave us clearance for the ILS. I was directing my attention to my instruments (captain had aircraft on autoplt). I noticed we were going above the GS, and said 'we're above the GS, we're cleared for the ILS' when the aircraft 'jumped'. At this time the captain said 'I've got a lot of flags'. The so looked over and said 'you don't have the right course in the window.' at this time I said 'do you want me to take the aircraft?' and the captain said yes. At about this exact time approach control came up and said we were drifting over to 11L, we were cleared for 11R. We acknowledged his transmission and by this time the captain, who had been tuned into runway 4 ILS had switched over and took the aircraft back. This deviation occurred for numerous reasons. Approach increased our workload with numerous xmissions for altitude, speed and heading changes as the ATIS changed and we were in a busy cockpit environment. The captain missed the call for the change in runway and had the wrong frequency and course dialed in and it wasn't caught by first officer or so. Somehow the captain dropped out of the loop without the first officer or so catching it. Everything came together at the time (landing check) that this would have been caught anyway. Looking back I think approach could've made a transmission that alerted everyone that a runway change was occurring and to check the proper frequency set.

Original NASA ASRS Text

Title: HDG TRACK DEV DURING RWY CHANGE IN PROGRESS DURING IAP ILS APCH.

Narrative: WE WERE BEING VECTORED FOR AN APCH TO RWY 4 AT MSP. AS WE WERE BEING VECTORED I HEARD THE ACFT AHEAD BEING CLRED FOR THE ILS TO 11R. APCH CTLR GAVE US A HDG AND I ASKED IF THIS WAS STILL FOR RWY 4. THEY SAID NO, A CHANGE IN ATIS AND RWYS, THIS WAS FOR RWY 11R. AT THIS TIME THEY HAD GIVEN US 'SLOW AT 8000 FT TO 210 KTS THEN DSND TO 6000', AS WE WERE SLOWING THEY SAID 'SLOW TO 180 KT DSND TO 5000.' I WAS BUSY PULLING OUT AN APCH PLATE FOR THE NEW RWY, WE WERE IFR, AND THE SO WAS BEGINNING THE LNDG CHK. ON HIS CALL 'APCH FREQ'S AND COURSES' I REPLIED WITH THE COURSE AND FREQ, AT THIS TIME APCH GAVE US CLRNC FOR THE ILS. I WAS DIRECTING MY ATTN TO MY INSTS (CAPT HAD ACFT ON AUTOPLT). I NOTICED WE WERE GOING ABOVE THE GS, AND SAID 'WE'RE ABOVE THE GS, WE'RE CLRED FOR THE ILS' WHEN THE ACFT 'JUMPED'. AT THIS TIME THE CAPT SAID 'I'VE GOT A LOT OF FLAGS'. THE SO LOOKED OVER AND SAID 'YOU DON'T HAVE THE R COURSE IN THE WINDOW.' AT THIS TIME I SAID 'DO YOU WANT ME TO TAKE THE ACFT?' AND THE CAPT SAID YES. AT ABOUT THIS EXACT TIME APCH CTL CAME UP AND SAID WE WERE DRIFTING OVER TO 11L, WE WERE CLRED FOR 11R. WE ACKNOWLEDGED HIS XMISSION AND BY THIS TIME THE CAPT, WHO HAD BEEN TUNED INTO RWY 4 ILS HAD SWITCHED OVER AND TOOK THE ACFT BACK. THIS DEV OCCURRED FOR NUMEROUS REASONS. APCH INCREASED OUR WORKLOAD WITH NUMEROUS XMISSIONS FOR ALT, SPD AND HDG CHANGES AS THE ATIS CHANGED AND WE WERE IN A BUSY COCKPIT ENVIRONMENT. THE CAPT MISSED THE CALL FOR THE CHANGE IN RWY AND HAD THE WRONG FREQ AND COURSE DIALED IN AND IT WASN'T CAUGHT BY FO OR SO. SOMEHOW THE CAPT DROPPED OUT OF THE LOOP WITHOUT THE FO OR SO CATCHING IT. EVERYTHING CAME TOGETHER AT THE TIME (LNDG CHK) THAT THIS WOULD HAVE BEEN CAUGHT ANYWAY. LOOKING BACK I THINK APCH COULD'VE MADE A XMISSION THAT ALERTED EVERYONE THAT A RWY CHANGE WAS OCCURRING AND TO CHK THE PROPER FREQ SET.

Data retrieved from NASA's ASRS site as of July 2007 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.