A B737-800 crew, turning final at cvg, overshot final, ended up high, executed a go around.

Attributes
ACN	537433
Time
Date	200202
Day	Thu
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : cvg.airport
State Reference	OH
Altitude	msl single value : 2500
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Controlling Facilities	tracon : cvg.tracon tower : gsp.tower
Operator	common carrier : air carrier
Make Model Name	B737-800
Operating Under FAR Part	Part 121
Navigation In Use	ils localizer & glide slope : 18r other
Flight Phase	descent : approach landing : go around
Route In Use	approach : instrument precision approach : visual
Flight Plan	IFR
Aircraft 2
Controlling Facilities	tracon : cvg.tracon
Operator	common carrier : air carrier
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 121
Route In Use	approach : visual
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 60 flight time total : 5000 flight time type : 800
ASRS Report	537433
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Events
Anomaly	conflict : airborne critical inflight encounter : weather inflight encounter other non adherence : published procedure non adherence : clearance other anomaly other spatial deviation
Independent Detector	aircraft equipment : tcas other flight crewa other flight crewb
Resolutory Action	controller : issued advisory flight crew : executed go around flight crew : overrode automation
Consequence	faa : reviewed incident with flight crew
Miss Distance	horizontal : 4000
Supplementary
Problem Areas	Flight Crew Human Performance Airport ATC Human Performance Weather
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Being vectored for approach to runway 18R at cvg. Low time first officer flying. ATC had us keep our speed up since we were #1 for runway 18R. 20 mi southeast of field, we were told to expect runway 18L. Abeam field, heading north on downwind, switched back to runway 18R. ATC directed base turn approximately 6 NM northwest of field. ATC asked if we had field in sight. The first officer was unsure, but captain had airport and accepted visual after ATC directed 150 degree heading for dogleg outside of logoz. Captain directed first officer to intercept localizer and GS. First officer armed approach, verified on FMA. ATC called out traffic turning final to runway 18L. Captain looked east for traffic, first officer was still trying to visually acquire runway 18R. Captain looked back and observed aircraft had overshot runway 18R final. Captain directed first officer to disconnect autoplt and hand fly back to final. As first officer corrected back, TCASII RA occurred. Our aircraft was at 2500 ft MSL but due to tailwind (300 degrees at 11 KTS) at field level, aircraft was too high for safe approach, approximately 3 1/2 NM from runway 18R. Captain directed first officer to go around at 2500 ft MSL and requested a turn to the west from ATC to re-enter downwind. Subsequent approach and landing were uneventful. First officer's unfamiliarity with airport and trying to visually acquire runway 18R, combined with tailwind on dogleg distracted first officer from noticing overshoot. Autoplt was unable to prevent overshoot when intercepting localizer due to tailwind on dogleg to final. Captain distraction by traffic on runway 18L and multiple runway changes necessitating new briefs and cockpit set-ups. Captain expected first officer to intercept localizer and GS and logoz then acquire runway, but first officer relied on autoplt to intercept while he looked for runway. Air crews tend to accept visuals to ease congestion when airport not runway in sight. In metropolitan areas surrounding lights and runway lights on low settings can make runway identify difficult. End of a planned 12 hour duty day and 7 hour 52 min block day. Change active runway when tailwind exists.

Original NASA ASRS Text

Title: A B737-800 CREW, TURNING FINAL AT CVG, OVERSHOT FINAL, ENDED UP HIGH, EXECUTED A GAR.

Narrative: BEING VECTORED FOR APCH TO RWY 18R AT CVG. LOW TIME FO FLYING. ATC HAD US KEEP OUR SPD UP SINCE WE WERE #1 FOR RWY 18R. 20 MI SE OF FIELD, WE WERE TOLD TO EXPECT RWY 18L. ABEAM FIELD, HDG N ON DOWNWIND, SWITCHED BACK TO RWY 18R. ATC DIRECTED BASE TURN APPROX 6 NM NW OF FIELD. ATC ASKED IF WE HAD FIELD IN SIGHT. THE FO WAS UNSURE, BUT CAPT HAD ARPT AND ACCEPTED VISUAL AFTER ATC DIRECTED 150 DEG HDG FOR DOGLEG OUTSIDE OF LOGOZ. CAPT DIRECTED FO TO INTERCEPT LOC AND GS. FO ARMED APCH, VERIFIED ON FMA. ATC CALLED OUT TFC TURNING FINAL TO RWY 18L. CAPT LOOKED E FOR TFC, FO WAS STILL TRYING TO VISUALLY ACQUIRE RWY 18R. CAPT LOOKED BACK AND OBSERVED ACFT HAD OVERSHOT RWY 18R FINAL. CAPT DIRECTED FO TO DISCONNECT AUTOPLT AND HAND FLY BACK TO FINAL. AS FO CORRECTED BACK, TCASII RA OCCURRED. OUR ACFT WAS AT 2500 FT MSL BUT DUE TO TAILWIND (300 DEGS AT 11 KTS) AT FIELD LEVEL, ACFT WAS TOO HIGH FOR SAFE APCH, APPROX 3 1/2 NM FROM RWY 18R. CAPT DIRECTED FO TO GO AROUND AT 2500 FT MSL AND REQUESTED A TURN TO THE W FROM ATC TO RE-ENTER DOWNWIND. SUBSEQUENT APCH AND LNDG WERE UNEVENTFUL. FO'S UNFAMILIARITY WITH ARPT AND TRYING TO VISUALLY ACQUIRE RWY 18R, COMBINED WITH TAILWIND ON DOGLEG DISTRACTED FO FROM NOTICING OVERSHOOT. AUTOPLT WAS UNABLE TO PREVENT OVERSHOOT WHEN INTERCEPTING LOC DUE TO TAILWIND ON DOGLEG TO FINAL. CAPT DISTR BY TFC ON RWY 18L AND MULTIPLE RWY CHANGES NECESSITATING NEW BRIEFS AND COCKPIT SET-UPS. CAPT EXPECTED FO TO INTERCEPT LOC AND GS AND LOGOZ THEN ACQUIRE RWY, BUT FO RELIED ON AUTOPLT TO INTERCEPT WHILE HE LOOKED FOR RWY. AIR CREWS TEND TO ACCEPT VISUALS TO EASE CONGESTION WHEN ARPT NOT RWY IN SIGHT. IN METROPOLITAN AREAS SURROUNDING LIGHTS AND RWY LIGHTS ON LOW SETTINGS CAN MAKE RWY IDENT DIFFICULT. END OF A PLANNED 12 HR DUTY DAY AND 7 HR 52 MIN BLOCK DAY. CHANGE ACTIVE RWY WHEN TAILWIND EXISTS.

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.