Narrative:

Got high on visual approach to runway 13R at dal. Didn't configure early enough, apparent strong tailwind aloft (over dfw) magnified problem (-200 aircraft, no CDU winds). Visibility tricky due to sun angle in morning, causing distraction in looking for good ground references. Had runway 13R in sight ok, but marginally. WX reported as 6 mi, broken, but with sun angle seemed more like 3 mi and haze. Too much energy to dissipate, (170 KIAS, flaps 30 degrees, not coming down like we wanted). Called for go around. Executed ok, stayed with tower, left closed traffic for runway 13R at 2000 ft MSL. Second time around, could see field very easily on downwind, but visibility deteriorated as we progressed through base and final turn due to sun angle/haze. During base to final, got TCASII TA/RA for helicopter traffic (reported by tower) below us. Many distractions and verbalizing checklist, talking to tower about traffic and landing clearance, talking amongst ourselves about resolving traffic conflict, trying to keep field visually in sight, TCASII system squawking at us. Before we knew it, we had mistakenly lined up on final for runway 13L. Tower and we caught the error simultaneously, (at 1000 ft), but too late to switch over to runway 13R. Learjet on and hold runway 13L told to exit runway quickly, not quick enough, sent us around on short final as lear finally cleared runway (lag pursuit). Made another go around, this time left closed traffic for runway 13R at 3000 ft. Much better visibility of everything up higher. Went to mix master at 3000 ft. Normal visual and landing on runway 13R from there. By the way, I made PA's to passenger both times and kept them informed. 2 deplaning passenger made positive comments about our safety and keeping them briefed, they appreciated it. Next time asking for full ILS approach during those 'tricky' visibility conditions in mornings approaching into sun, even though ATIS WX leads you into thinking it is ok. Also somewhat handicapped in -200 not knowing those westerly winds aloft over ranger VOR/dfw. Dispatch WX winds aloft page (on release papers) was missing/obliterated. Apologies to tower, approach, etc. Went ok. Supplemental information from acn 538429: attempted to meet the normal GS at flaps 30 degrees and approximately 160 KTS, but unable and executed a go around. While aggressively looking for the traffic, complying with the TCASII TA/RA, and running the final descent checklist, and looking for the runway across cockpit, I mistakenly aligned the aircraft with runway 13L, instead of runway 13R. I was flaps 5 degrees over dfw and configured to final approach confign shortly thereafter, unfortunately, I did not recognize and compensate in time for the tailwind condition. On the next approach, I probably should have insisted on the full ILS due to the reduced visual looking into the sun. On the second approach I also allowed the traffic/TCASII to distract me, combined with the marginal visual and made the mistake of lining up on the easier to see runway. I should have crosschecked the localizer more, but allowed the external factors to take precedent. As we approached the runway 13L centerline it became easy to see and I didn't recognize my mistake in time.

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Original NASA ASRS Text

Title: B737-200 CREW MADE MULTIPLE GAR AT DAL.

Narrative: GOT HIGH ON VISUAL APCH TO RWY 13R AT DAL. DIDN'T CONFIGURE EARLY ENOUGH, APPARENT STRONG TAILWIND ALOFT (OVER DFW) MAGNIFIED PROB (-200 ACFT, NO CDU WINDS). VISIBILITY TRICKY DUE TO SUN ANGLE IN MORNING, CAUSING DISTR IN LOOKING FOR GOOD GND REFS. HAD RWY 13R IN SIGHT OK, BUT MARGINALLY. WX RPTED AS 6 MI, BROKEN, BUT WITH SUN ANGLE SEEMED MORE LIKE 3 MI AND HAZE. TOO MUCH ENERGY TO DISSIPATE, (170 KIAS, FLAPS 30 DEGS, NOT COMING DOWN LIKE WE WANTED). CALLED FOR GAR. EXECUTED OK, STAYED WITH TWR, L CLOSED TFC FOR RWY 13R AT 2000 FT MSL. SECOND TIME AROUND, COULD SEE FIELD VERY EASILY ON DOWNWIND, BUT VISIBILITY DETERIORATED AS WE PROGRESSED THROUGH BASE AND FINAL TURN DUE TO SUN ANGLE/HAZE. DURING BASE TO FINAL, GOT TCASII TA/RA FOR HELI TFC (RPTED BY TWR) BELOW US. MANY DISTRACTIONS AND VERBALIZING CHKLIST, TALKING TO TWR ABOUT TFC AND LNDG CLRNC, TALKING AMONGST OURSELVES ABOUT RESOLVING TFC CONFLICT, TRYING TO KEEP FIELD VISUALLY IN SIGHT, TCASII SYS SQUAWKING AT US. BEFORE WE KNEW IT, WE HAD MISTAKENLY LINED UP ON FINAL FOR RWY 13L. TWR AND WE CAUGHT THE ERROR SIMULTANEOUSLY, (AT 1000 FT), BUT TOO LATE TO SWITCH OVER TO RWY 13R. LEARJET ON AND HOLD RWY 13L TOLD TO EXIT RWY QUICKLY, NOT QUICK ENOUGH, SENT US AROUND ON SHORT FINAL AS LEAR FINALLY CLRED RWY (LAG PURSUIT). MADE ANOTHER GO AROUND, THIS TIME L CLOSED TFC FOR RWY 13R AT 3000 FT. MUCH BETTER VISIBILITY OF EVERYTHING UP HIGHER. WENT TO MIX MASTER AT 3000 FT. NORMAL VISUAL AND LNDG ON RWY 13R FROM THERE. BY THE WAY, I MADE PA'S TO PAX BOTH TIMES AND KEPT THEM INFORMED. 2 DEPLANING PAX MADE POSITIVE COMMENTS ABOUT OUR SAFETY AND KEEPING THEM BRIEFED, THEY APPRECIATED IT. NEXT TIME ASKING FOR FULL ILS APCH DURING THOSE 'TRICKY' VISIBILITY CONDITIONS IN MORNINGS APCHING INTO SUN, EVEN THOUGH ATIS WX LEADS YOU INTO THINKING IT IS OK. ALSO SOMEWHAT HANDICAPPED IN -200 NOT KNOWING THOSE WESTERLY WINDS ALOFT OVER RANGER VOR/DFW. DISPATCH WX WINDS ALOFT PAGE (ON RELEASE PAPERS) WAS MISSING/OBLITERATED. APOLOGIES TO TWR, APCH, ETC. WENT OK. SUPPLEMENTAL INFO FROM ACN 538429: ATTEMPTED TO MEET THE NORMAL GS AT FLAPS 30 DEGS AND APPROX 160 KTS, BUT UNABLE AND EXECUTED A GAR. WHILE AGGRESSIVELY LOOKING FOR THE TFC, COMPLYING WITH THE TCASII TA/RA, AND RUNNING THE FINAL DSCNT CHKLIST, AND LOOKING FOR THE RWY ACROSS COCKPIT, I MISTAKENLY ALIGNED THE ACFT WITH RWY 13L, INSTEAD OF RWY 13R. I WAS FLAPS 5 DEGS OVER DFW AND CONFIGURED TO FINAL APCH CONFIGN SHORTLY THEREAFTER, UNFORTUNATELY, I DID NOT RECOGNIZE AND COMPENSATE IN TIME FOR THE TAILWIND CONDITION. ON THE NEXT APCH, I PROBABLY SHOULD HAVE INSISTED ON THE FULL ILS DUE TO THE REDUCED VISUAL LOOKING INTO THE SUN. ON THE SECOND APCH I ALSO ALLOWED THE TFC/TCASII TO DISTRACT ME, COMBINED WITH THE MARGINAL VISUAL AND MADE THE MISTAKE OF LINING UP ON THE EASIER TO SEE RWY. I SHOULD HAVE XCHKED THE LOC MORE, BUT ALLOWED THE EXTERNAL FACTORS TO TAKE PRECEDENT. AS WE APCHED THE RWY 13L CTRLINE IT BECAME EASY TO SEE AND I DIDN'T RECOGNIZE MY MISTAKE IN TIME.

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.