Narrative:

On a flight to hong kong (vhhh) experienced a false localizer signal on approach to runway 7R at vhhh. While on vectors for the ILS runway 7R, ATC informed us of possible interference with the localizer signal. The approach frequency was tuned and idented. IMC existed at our altitude. ATC assigned a heading of 340 degrees and altitude of 1700 ft. ATC then assigned a 030 degree heading and cleared us for the approach. In the turn to 030 degrees, the localizer was crossed and the turn was continued to 090 degrees to reintercept the localizer. ATC then assigned an immediate turn to 360 degrees. The localizer was crossed again and while turning to course we gained visual contact with the runway and proceeded to the runway starting descent out of 1700 ft. The aircraft did not capture the localizer at any point during the approach. Since the descent was started late, the aircraft was too high on the descent profile, so a go around was executed, the published missed flown, and a normal approach and landing made to runway 7R. After landing, while on the phone with the tower, they asked if we had received a false localizer capture. They informed us we had left their protected airspace to the southeast of the approach course. The interpretation of the crew and the tower was that a false localizer signal was received that was to the right of the actual course. When the instruments showed us crossing through the localizer and we turned to intercept it, we were still to the southeast of the approach course turning farther to the east to reintercept what we were indicating as the localizer. This resulted in the aircraft leaving the vectoring airspace of approach control.

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Original NASA ASRS Text

Title: B747-100 CREW ENCOUNTERED A FALSE LOC SIGNAL GOING ONTO RWY ILS DME RWY 7R AT VHHH.

Narrative: ON A FLT TO HONG KONG (VHHH) EXPERIENCED A FALSE LOC SIGNAL ON APCH TO RWY 7R AT VHHH. WHILE ON VECTORS FOR THE ILS RWY 7R, ATC INFORMED US OF POSSIBLE INTERFERENCE WITH THE LOC SIGNAL. THE APCH FREQ WAS TUNED AND IDENTED. IMC EXISTED AT OUR ALT. ATC ASSIGNED A HDG OF 340 DEGS AND ALT OF 1700 FT. ATC THEN ASSIGNED A 030 DEG HDG AND CLRED US FOR THE APCH. IN THE TURN TO 030 DEGS, THE LOC WAS CROSSED AND THE TURN WAS CONTINUED TO 090 DEGS TO REINTERCEPT THE LOC. ATC THEN ASSIGNED AN IMMEDIATE TURN TO 360 DEGS. THE LOC WAS CROSSED AGAIN AND WHILE TURNING TO COURSE WE GAINED VISUAL CONTACT WITH THE RWY AND PROCEEDED TO THE RWY STARTING DSCNT OUT OF 1700 FT. THE ACFT DID NOT CAPTURE THE LOC AT ANY POINT DURING THE APCH. SINCE THE DSCNT WAS STARTED LATE, THE ACFT WAS TOO HIGH ON THE DSCNT PROFILE, SO A GAR WAS EXECUTED, THE PUBLISHED MISSED FLOWN, AND A NORMAL APCH AND LNDG MADE TO RWY 7R. AFTER LNDG, WHILE ON THE PHONE WITH THE TWR, THEY ASKED IF WE HAD RECEIVED A FALSE LOC CAPTURE. THEY INFORMED US WE HAD LEFT THEIR PROTECTED AIRSPACE TO THE SE OF THE APCH COURSE. THE INTERP OF THE CREW AND THE TWR WAS THAT A FALSE LOC SIGNAL WAS RECEIVED THAT WAS TO THE R OF THE ACTUAL COURSE. WHEN THE INSTS SHOWED US XING THROUGH THE LOC AND WE TURNED TO INTERCEPT IT, WE WERE STILL TO THE SE OF THE APCH COURSE TURNING FARTHER TO THE E TO REINTERCEPT WHAT WE WERE INDICATING AS THE LOC. THIS RESULTED IN THE ACFT LEAVING THE VECTORING AIRSPACE OF APCH CTL.

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.