DC9-30 crew flew through the localizer after being cleared for the approach.

Attributes
ACN	511800
Time
Date	200105
Day	Fri
Place
Locale Reference	airport : atl.airport
State Reference	GA
Altitude	msl single value : 5000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : phl.tower
Make Model Name	DC-9 30
Flight Phase	descent : approach
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp pilot : multi engine
Experience	flight time last 90 days : 120 flight time total : 10900 flight time type : 3600
ASRS Report	511800
Events
Anomaly	non adherence : published procedure non adherence : far non adherence : company policies non adherence : clearance other anomaly other other spatial deviation
Resolutory Action	controller : issued new clearance other
Supplementary
Problem Areas	Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

It was the first officer's leg and we were getting vectors to join the localizer for runway 27R at atl. I tuned in the #1 navigation to the localizer frequency. I thought the first officer had tuned his #2 navigation to the same frequency. The controller gave us a vector to join the localizer and call the tower. I told the first officer that the course was coming in and was looking for the tower frequency on the approach plate. When I looked at the navigation display, I noticed that we had flown through the localizer and were still going further off course. I told the first officer to quickly turn right and rejoin the course. I looked down and noticed that his navigation was not tuned to the localizer frequency but the VOR instead. Luckily there weren't any airplanes close to us on the parallel approach. There was traffic behind and below us that had gained on us. The tower controller had us turn to a 360 degree heading and maintain 5000 ft. We were handed off to the approach controller who vectored us back for the approach without further incident. Since the WX was VFR and we had other traffic in sight, I was lax about making sure all the navs were tuned and idented. Even in VFR conditions, we need to make sure all the navigation equipment is properly tuned, especially when we are being vectored on to a parallel ILS. This situation can also be helped by never moving map displays that give you better situational awareness.

Original NASA ASRS Text

Title: DC9-30 CREW FLEW THROUGH THE LOC AFTER BEING CLRED FOR THE APCH.

Narrative: IT WAS THE FO'S LEG AND WE WERE GETTING VECTORS TO JOIN THE LOC FOR RWY 27R AT ATL. I TUNED IN THE #1 NAV TO THE LOC FREQ. I THOUGHT THE FO HAD TUNED HIS #2 NAV TO THE SAME FREQ. THE CTLR GAVE US A VECTOR TO JOIN THE LOC AND CALL THE TWR. I TOLD THE FO THAT THE COURSE WAS COMING IN AND WAS LOOKING FOR THE TWR FREQ ON THE APCH PLATE. WHEN I LOOKED AT THE NAV DISPLAY, I NOTICED THAT WE HAD FLOWN THROUGH THE LOC AND WERE STILL GOING FURTHER OFF COURSE. I TOLD THE FO TO QUICKLY TURN R AND REJOIN THE COURSE. I LOOKED DOWN AND NOTICED THAT HIS NAV WAS NOT TUNED TO THE LOC FREQ BUT THE VOR INSTEAD. LUCKILY THERE WEREN'T ANY AIRPLANES CLOSE TO US ON THE PARALLEL APCH. THERE WAS TFC BEHIND AND BELOW US THAT HAD GAINED ON US. THE TWR CTLR HAD US TURN TO A 360 DEG HDG AND MAINTAIN 5000 FT. WE WERE HANDED OFF TO THE APCH CTLR WHO VECTORED US BACK FOR THE APCH WITHOUT FURTHER INCIDENT. SINCE THE WX WAS VFR AND WE HAD OTHER TFC IN SIGHT, I WAS LAX ABOUT MAKING SURE ALL THE NAVS WERE TUNED AND IDENTED. EVEN IN VFR CONDITIONS, WE NEED TO MAKE SURE ALL THE NAV EQUIP IS PROPERLY TUNED, ESPECIALLY WHEN WE ARE BEING VECTORED ON TO A PARALLEL ILS. THIS SIT CAN ALSO BE HELPED BY NEVER MOVING MAP DISPLAYS THAT GIVE YOU BETTER SITUATIONAL AWARENESS.

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.