Narrative:

We departed and flew to mot. We obtained mot WX en route via ASOS and additional data from mot approach control. Mot WX was: wind 090 degrees/18 KTS; visibility 1 1/2 mi (-sn;br); OVC010; temperature -10/-12. The first officer briefed and flew the localizer DME (back course) runway 13. There was light mixed icing at approach altitudes. On the initial approach; the autoplt was used to make turns and after were cleared for the approach; the first officer selected navigation/localizer on the autoplt; which I did not notice. As I called 'course active;' I noticed that we were not turning fast enough to capture the localizer. I saw the first officer was waiting for the autoplt to capture the localizer and I said 'we are overshooting.' we were relatively close to the FAF and I didn't think we had adequate time to recapture. I asked approach to vector us back around and we flew the approach again. The first officer flew the plane manually on the next approach and everything went normal to the FAF. At the FAF; we descended on course down to the MDA. As we continued on; we varied slightly left and right of course at the MDA. As we neared the MDA; we dipped below the MDA and I said 'we're low; climb back up.' shortly after that; I noticed we were starting to deviate from the course. As I said 'we need to go around;' the ground proximity warning went off. The first officer was already going around and we climbed and cleaned-up and completed a normal go around; climbing to the missed approach altitude of 3700 ft. I told tower we had made a go around and asked for vectors to try again. We overshot the missed approach (to about 4000 ft). I asked the controller if they wanted us at 3700 ft and present heading and they said yes. They gave us vectors back around and we did the approach again. This time we were able to see the runway at about 1.4 DME (before the map; but slightly after our calculated visual descent point). As we approached the runway; we were slightly high and the first officer lowered the nose to get to a normal glidepath. As we approached the threshold; I saw our vertical speed was increasing past 1000 FPM. As I said watch your sink rate; the GPWS came on with the same message. We were visual; and the first officer corrected back to a normal sink rate and I thought we were still in a position to make a normal landing; albeit long. We touched down about 2000-2500 ft down the runway and used normal landing procedures. Braking action was good; and we stopped and cleared the runway at intersection C3 (1000-1500 ft remaining). We taxied in normally and shut down. I feel that the majority of our problems occurred because although we briefed the approach; we should have spent a little more time talking about the unusual circumstances; particularly the special circumstances involved in doing a localizer back course in our type of airplane. Because of the sensitivity of the back course and the fact that we are not supposed to use the autoplt to capture the course; I should have ensured that we briefed more comprehensively.

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Original NASA ASRS Text

Title: DC9 FLT CREW EXECUTES SEVERAL MISSED APCHS AT MOT.

Narrative: WE DEPARTED AND FLEW TO MOT. WE OBTAINED MOT WX ENRTE VIA ASOS AND ADDITIONAL DATA FROM MOT APCH CTL. MOT WX WAS: WIND 090 DEGS/18 KTS; VISIBILITY 1 1/2 MI (-SN;BR); OVC010; TEMP -10/-12. THE FO BRIEFED AND FLEW THE LOC DME (BACK COURSE) RWY 13. THERE WAS LIGHT MIXED ICING AT APCH ALTS. ON THE INITIAL APCH; THE AUTOPLT WAS USED TO MAKE TURNS AND AFTER WERE CLRED FOR THE APCH; THE FO SELECTED NAV/LOC ON THE AUTOPLT; WHICH I DID NOT NOTICE. AS I CALLED 'COURSE ACTIVE;' I NOTICED THAT WE WERE NOT TURNING FAST ENOUGH TO CAPTURE THE LOC. I SAW THE FO WAS WAITING FOR THE AUTOPLT TO CAPTURE THE LOC AND I SAID 'WE ARE OVERSHOOTING.' WE WERE RELATIVELY CLOSE TO THE FAF AND I DIDN'T THINK WE HAD ADEQUATE TIME TO RECAPTURE. I ASKED APCH TO VECTOR US BACK AROUND AND WE FLEW THE APCH AGAIN. THE FO FLEW THE PLANE MANUALLY ON THE NEXT APCH AND EVERYTHING WENT NORMAL TO THE FAF. AT THE FAF; WE DSNDED ON COURSE DOWN TO THE MDA. AS WE CONTINUED ON; WE VARIED SLIGHTLY L AND R OF COURSE AT THE MDA. AS WE NEARED THE MDA; WE DIPPED BELOW THE MDA AND I SAID 'WE'RE LOW; CLB BACK UP.' SHORTLY AFTER THAT; I NOTICED WE WERE STARTING TO DEVIATE FROM THE COURSE. AS I SAID 'WE NEED TO GO AROUND;' THE GND PROX WARNING WENT OFF. THE FO WAS ALREADY GOING AROUND AND WE CLBED AND CLEANED-UP AND COMPLETED A NORMAL GAR; CLBING TO THE MISSED APCH ALT OF 3700 FT. I TOLD TWR WE HAD MADE A GAR AND ASKED FOR VECTORS TO TRY AGAIN. WE OVERSHOT THE MISSED APCH (TO ABOUT 4000 FT). I ASKED THE CTLR IF THEY WANTED US AT 3700 FT AND PRESENT HDG AND THEY SAID YES. THEY GAVE US VECTORS BACK AROUND AND WE DID THE APCH AGAIN. THIS TIME WE WERE ABLE TO SEE THE RWY AT ABOUT 1.4 DME (BEFORE THE MAP; BUT SLIGHTLY AFTER OUR CALCULATED VISUAL DSCNT POINT). AS WE APCHED THE RWY; WE WERE SLIGHTLY HIGH AND THE FO LOWERED THE NOSE TO GET TO A NORMAL GLIDEPATH. AS WE APCHED THE THRESHOLD; I SAW OUR VERT SPD WAS INCREASING PAST 1000 FPM. AS I SAID WATCH YOUR SINK RATE; THE GPWS CAME ON WITH THE SAME MESSAGE. WE WERE VISUAL; AND THE FO CORRECTED BACK TO A NORMAL SINK RATE AND I THOUGHT WE WERE STILL IN A POS TO MAKE A NORMAL LNDG; ALBEIT LONG. WE TOUCHED DOWN ABOUT 2000-2500 FT DOWN THE RWY AND USED NORMAL LNDG PROCS. BRAKING ACTION WAS GOOD; AND WE STOPPED AND CLRED THE RWY AT INTXN C3 (1000-1500 FT REMAINING). WE TAXIED IN NORMALLY AND SHUT DOWN. I FEEL THAT THE MAJORITY OF OUR PROBS OCCURRED BECAUSE ALTHOUGH WE BRIEFED THE APCH; WE SHOULD HAVE SPENT A LITTLE MORE TIME TALKING ABOUT THE UNUSUAL CIRCUMSTANCES; PARTICULARLY THE SPECIAL CIRCUMSTANCES INVOLVED IN DOING A LOC BACK COURSE IN OUR TYPE OF AIRPLANE. BECAUSE OF THE SENSITIVITY OF THE BACK COURSE AND THE FACT THAT WE ARE NOT SUPPOSED TO USE THE AUTOPLT TO CAPTURE THE COURSE; I SHOULD HAVE ENSURED THAT WE BRIEFED MORE COMPREHENSIVELY.

Data retrieved from NASA's ASRS site as of January 2009 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.