An air carrier aircraft approaching dtw briefed runway 22L as per ATIS. ATC assigned 22R at 18 NM an...

Attributes
ACN	777748
Time
Date	200803
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : dtw.airport
State Reference	MI
Altitude	msl single value : 2500
Environment
Flight Conditions	IMC
Weather Elements	Ice
Light	Daylight
Aircraft 1
Controlling Facilities	tower : dtw.tower
Operator	common carrier : air carrier
Make Model Name	Regional Jet CL65 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Navigation In Use	ils localizer & glide slope : 22r other
Flight Phase	descent : approach
Route In Use	approach : instrument precision
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp pilot : cfi pilot : multi engine
Experience	flight time last 90 days : 280 flight time total : 6000 flight time type : 3800
ASRS Report	777748
Events
Anomaly	non adherence : clearance non adherence : published procedure other spatial deviation
Independent Detector	other flight crewa
Resolutory Action	controller : issued new clearance flight crew : executed go around
Supplementary
Problem Areas	ATC Human Performance Flight Crew Human Performance
Primary Problem	Ambiguous

Narrative:

We were arriving at dtw and after picking up ATIS we were expecting vectors ILS runway 22L. When checking on with approach we were told expect ILS runway 22R. We briefed for the new runway; and set up for the new approach. Somewhere along the lines of briefing; setting up and accepting vectors we missed changing the approach in the FMS to reflect the new runway of runway 22R. Once we were cleared for the approach we were going to intercept via the FMS because at that time we were about 18 mi out on approach. We then got handed off to tower and before checking in I noticed that we were intercepting ILS runway 22L on the FMS. Upon checking in with tower I told them that we were correcting back on to course for ILS runway 22R. They told us to turn to heading of 265 degrees to reintercept. We complied but that was too steep of an angle to reintercept the ILS and when we went through to the other side of the localizer tower again questioned us. I told him that we had in fact intercepted the localizer; and the autoplt was bringing us back on course. He then told us to break off and contact approach; which we did. Approach gave us vectors to join again; which we did without further incident. The main factor in this incident was not getting the FMS set up again after changing our expected runway. Had this been done; everything would have gone as planned. A contributing factor was tower's 45 degree vector to reintercept the localizer. This was too steep for us to do at approximately 10-15 mi out. The localizer went from full right to full left deflection in a matter of moments. The autoplt captured it; but still overshot. I don't think hand flying it would have been any better. There were no TCAS advisories although there were other aircraft on approach on runway 22L they were staggered. In the future I will be more proactive in making sure that right procedure is in the FMS.

Original NASA ASRS Text

Title: AN ACR ACFT APCHING DTW BRIEFED RWY 22L AS PER ATIS. ATC ASSIGNED 22R AT 18 NM AND CREW DID NOT CHANGE THE FMS APCH SETUP. TOWER DIRECTED A GAR FOR A SECOND APCH.

Narrative: WE WERE ARRIVING AT DTW AND AFTER PICKING UP ATIS WE WERE EXPECTING VECTORS ILS RWY 22L. WHEN CHKING ON WITH APCH WE WERE TOLD EXPECT ILS RWY 22R. WE BRIEFED FOR THE NEW RWY; AND SET UP FOR THE NEW APCH. SOMEWHERE ALONG THE LINES OF BRIEFING; SETTING UP AND ACCEPTING VECTORS WE MISSED CHANGING THE APCH IN THE FMS TO REFLECT THE NEW RWY OF RWY 22R. ONCE WE WERE CLRED FOR THE APCH WE WERE GOING TO INTERCEPT VIA THE FMS BECAUSE AT THAT TIME WE WERE ABOUT 18 MI OUT ON APCH. WE THEN GOT HANDED OFF TO TWR AND BEFORE CHKING IN I NOTICED THAT WE WERE INTERCEPTING ILS RWY 22L ON THE FMS. UPON CHKING IN WITH TWR I TOLD THEM THAT WE WERE CORRECTING BACK ON TO COURSE FOR ILS RWY 22R. THEY TOLD US TO TURN TO HDG OF 265 DEGS TO REINTERCEPT. WE COMPLIED BUT THAT WAS TOO STEEP OF AN ANGLE TO REINTERCEPT THE ILS AND WHEN WE WENT THROUGH TO THE OTHER SIDE OF THE LOC TWR AGAIN QUESTIONED US. I TOLD HIM THAT WE HAD IN FACT INTERCEPTED THE LOC; AND THE AUTOPLT WAS BRINGING US BACK ON COURSE. HE THEN TOLD US TO BREAK OFF AND CONTACT APCH; WHICH WE DID. APCH GAVE US VECTORS TO JOIN AGAIN; WHICH WE DID WITHOUT FURTHER INCIDENT. THE MAIN FACTOR IN THIS INCIDENT WAS NOT GETTING THE FMS SET UP AGAIN AFTER CHANGING OUR EXPECTED RWY. HAD THIS BEEN DONE; EVERYTHING WOULD HAVE GONE AS PLANNED. A CONTRIBUTING FACTOR WAS TWR'S 45 DEG VECTOR TO REINTERCEPT THE LOC. THIS WAS TOO STEEP FOR US TO DO AT APPROX 10-15 MI OUT. THE LOC WENT FROM FULL R TO FULL L DEFLECTION IN A MATTER OF MOMENTS. THE AUTOPLT CAPTURED IT; BUT STILL OVERSHOT. I DON'T THINK HAND FLYING IT WOULD HAVE BEEN ANY BETTER. THERE WERE NO TCAS ADVISORIES ALTHOUGH THERE WERE OTHER ACFT ON APCH ON RWY 22L THEY WERE STAGGERED. IN THE FUTURE I WILL BE MORE PROACTIVE IN MAKING SURE THAT RIGHT PROC IS IN THE FMS.

Data retrieved from NASA's ASRS site as of May 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.

An air carrier aircraft approaching dtw briefed runway 22L as per ATIS. ATC assigned 22R at 18 NM and crew did not change the FMS approach setup. Tower directed a go around for a second approach.