Narrative:

Phl approach control vectored me on heading of 070 degrees at 2000 ft MSL to intercept runway 9R ILS localizer and cleared me for approach. This heading took me directly to FAF (kelee) with 20 KT tailwind speed and assigned 170 KTS. Approach was armed and capture of localizer and GS occurred at same moment at FAF. Aircraft started to track localizer and started descent. However, only 10 degree turn toward localizer and -800 FPM vertical speed on GS occurred before reversion took place. Approach asked if we had proper ILS frequency set for runway 9R ILS instead of runway 9L ILS since we were now left of course. I responded we had proper frequency set and had runway in sight and we were correcting to centerline of runway 9R. However, at approximately 800 ft AGL, I was not comfortable with position of aircraft as to afford safe landing. So I commanded first officer (PF) to execute go around. He responded moments later with 'go around, toga, go around flaps' and a go around was performed. We were then instructed to fly 180 degree heading and later vectored back to the same approach (runway 9R ILS phl) and landed. Human performance: by being vectored directly to FAF with speed assigned with tailwind at 2000 ft caused the aircraft system to revert to heading and vertical speed. Too much happening in too short a time period for checks and xchks to be performed. Once problem was discovered, we were in the red zone and thus the uncomfortable feeling arose. If I had it to do over, I would have executed a go around at first recognition of problem rather than try to save approach visually.

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Original NASA ASRS Text

Title: PHL APCH CTL ISSUES ILS APCH VECTORS IN WHICH THE FLC INTERCEPTS THE FINAL AT THE OM. WITH A TAILWIND AND AN UNSTABLE APCH AND LOC OVERSHOOT, FLC EXECUTES A GAR.

Narrative: PHL APCH CTL VECTORED ME ON HDG OF 070 DEGS AT 2000 FT MSL TO INTERCEPT RWY 9R ILS LOC AND CLRED ME FOR APCH. THIS HDG TOOK ME DIRECTLY TO FAF (KELEE) WITH 20 KT TAILWIND SPD AND ASSIGNED 170 KTS. APCH WAS ARMED AND CAPTURE OF LOC AND GS OCCURRED AT SAME MOMENT AT FAF. ACFT STARTED TO TRACK LOC AND STARTED DSCNT. HOWEVER, ONLY 10 DEG TURN TOWARD LOC AND -800 FPM VERT SPD ON GS OCCURRED BEFORE REVERSION TOOK PLACE. APCH ASKED IF WE HAD PROPER ILS FREQ SET FOR RWY 9R ILS INSTEAD OF RWY 9L ILS SINCE WE WERE NOW L OF COURSE. I RESPONDED WE HAD PROPER FREQ SET AND HAD RWY IN SIGHT AND WE WERE CORRECTING TO CTRLINE OF RWY 9R. HOWEVER, AT APPROX 800 FT AGL, I WAS NOT COMFORTABLE WITH POS OF ACFT AS TO AFFORD SAFE LNDG. SO I COMMANDED FO (PF) TO EXECUTE GAR. HE RESPONDED MOMENTS LATER WITH 'GO AROUND, TOGA, GO AROUND FLAPS' AND A GAR WAS PERFORMED. WE WERE THEN INSTRUCTED TO FLY 180 DEG HDG AND LATER VECTORED BACK TO THE SAME APCH (RWY 9R ILS PHL) AND LANDED. HUMAN PERFORMANCE: BY BEING VECTORED DIRECTLY TO FAF WITH SPD ASSIGNED WITH TAILWIND AT 2000 FT CAUSED THE ACFT SYS TO REVERT TO HDG AND VERT SPD. TOO MUCH HAPPENING IN TOO SHORT A TIME PERIOD FOR CHKS AND XCHKS TO BE PERFORMED. ONCE PROB WAS DISCOVERED, WE WERE IN THE RED ZONE AND THUS THE UNCOMFORTABLE FEELING AROSE. IF I HAD IT TO DO OVER, I WOULD HAVE EXECUTED A GAR AT FIRST RECOGNITION OF PROB RATHER THAN TRY TO SAVE APCH VISUALLY.

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.