Narrative:

While on downwind to land on runway 8L, atl airport. ATC advised to turn left to 120 degrees and join localizer runway 8L, report field in sight. Upon turning base, mode control panel function VOR/localizer was selected. A descent was made from 4000 ft to 2800 ft. ATC then advised maintain 200 KIAS until reaching the OM. We reported the field in sight and were cleared for the visual to runway 8L, switch to the tower at the OM. During the base leg to final, the aircraft flew through runway 8L localizer without the indication on the flight director EFIS display. We were above the glide path indicated on the captain's ADI, but the first officer's ADI was still in heading mode. All frequencys and courses selected were correct. The MCP was again selected for VOR/localizer but the course was now well to the left of the aircraft's position. The aircraft was positioned between the north and south runways abeam the terminals. The TCAS then announced a TA with an aircraft landing on runway 9R. The captain took control of the aircraft by deselecting the autoplt and autothrottles for a greater than 30 degree angle of bank to the left to realign the aircraft on the north runways. No calls from ATC were received. Upon reaching catta, tower was called and an uneventful landing was made. This flight was being conducted by a line check airman (captain in left seat) and a first officer during an initial operating flight. This was the first officer's 8TH time arriving in the atl terminal area. Basic simulator training did not cover variations in confign while conducting approachs. Normal speeds were the norm. The mode control panel and EFIS are a new area for the first officer.

Related reports:

Google
 

Original NASA ASRS Text

Title: A B737 CREW ON APCH TO KATL, OVERSHOT FINAL CAUSING A TCAS 'TA' RELATIVE TO TRAFFIC ON APCH TO THE PARALLEL.

Narrative: WHILE ON DOWNWIND TO LAND ON RWY 8L, ATL ARPT. ATC ADVISED TO TURN LEFT TO 120 DEGS AND JOIN LOC RWY 8L, REPORT FIELD IN SIGHT. UPON TURNING BASE, MODE CTL PANEL FUNCTION VOR/LOC WAS SELECTED. A DSCNT WAS MADE FROM 4000 FT TO 2800 FT. ATC THEN ADVISED MAINTAIN 200 KIAS UNTIL REACHING THE OM. WE REPORTED THE FIELD IN SIGHT AND WERE CLRED FOR THE VISUAL TO RWY 8L, SWITCH TO THE TWR AT THE OM. DURING THE BASE LEG TO FINAL, THE ACFT FLEW THROUGH RWY 8L LOCALIZER WITHOUT THE INDICATION ON THE FLT DIRECTOR EFIS DISPLAY. WE WERE ABOVE THE GLIDE PATH INDICATED ON THE CAPT'S ADI, BUT THE FO'S ADI WAS STILL IN HDG MODE. ALL FREQS AND COURSES SELECTED WERE CORRECT. THE MCP WAS AGAIN SELECTED FOR VOR/LOC BUT THE COURSE WAS NOW WELL TO THE LEFT OF THE ACFT'S POS. THE ACFT WAS POSITIONED BTWN THE NORTH AND SOUTH RWYS ABEAM THE TERMINALS. THE TCAS THEN ANNOUNCED A TA WITH AN ACFT LNDG ON RWY 9R. THE CAPT TOOK CTL OF THE ACFT BY DESELECTING THE AUTOPLT AND AUTOTHROTTLES FOR A GREATER THAN 30 DEG ANGLE OF BANK TO THE LEFT TO REALIGN THE ACFT ON THE NORTH RWYS. NO CALLS FROM ATC WERE RECEIVED. UPON REACHING CATTA, TWR WAS CALLED AND AN UNEVENTFUL LNDG WAS MADE. THIS FLT WAS BEING CONDUCTED BY A LINE CHECK AIRMAN (CAPT IN LEFT SEAT) AND A FO DURING AN INITIAL OPERATING FLT. THIS WAS THE FO'S 8TH TIME ARRIVING IN THE ATL TERMINAL AREA. BASIC SIMULATOR TRAINING DID NOT COVER VARIATIONS IN CONFIGN WHILE CONDUCTING APCHS. NORMAL SPDS WERE THE NORM. THE MODE CONTROL PANEL AND EFIS ARE A NEW AREA FOR THE FO.

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.