Narrative:

This flight was given vectors off the honie arrival; flying a heading of 360 degrees at an altitude of 4;000 ft. The first officer was pilot flying. We were given vectors to intercept the localizer for the ILS 9R at the altitude of 3;500 ft and told to slow to final approach speed. The pilot flying turned as directed and armed the approach. I watched the localizer come alive and the pfd indicate localizer 1. I looked down to complete the checklists and configuration. When I looked up again; the aircraft was well left (north) of centerline; drifting into the north runway complex. At this point I noticed the crosswinds were out of the south at 61 KTS. The controller gave us a new intercept angle of 110 degrees which was still insufficient to recapture the localizer. We were also told to switch to tower frequency. I looked down to set the frequency and looked back up. By that point we were well above the GS and still drifting north of the localizer but slowly correcting. The approach controller again reminded us to switch frequencies. I did this and was told we were clear to land runway 9R. The pilot flying was still trying to find an intercept angle to capture the localizer. I was getting ready to call for a go around when the tower called it for us with a climb to 3;500 ft and a turn to 180 degrees. As soon as that call was made; the tower gave the aircraft following us a call to slow to final approach speed because there was a vehicle on the runway. We completed the missed approach and subsequent ILS prm approach to runway 10 without incident. During the approach to runway 10 the winds had decreased to a crosswind from the south at 47 KTS. Attempted to increase the intercept angle for the localizer and manually descend the aircraft. When this failed; the aircraft was hand flown to recapture the approach until it was determined a missed approach was the appropriate course of action. This was noted by both the pilots and controllers simultaneously. It appears that although the FD captured the localizer the first time; it was unable to hold the necessary crab angle to maintain localizer track. The pfd never indicated a loss of localizer 1 track. Reverting to the new assigned heading of 110 degrees in heading mode; then rearming the approach did not work because the newly assigned angle did not intercept the localizer. This then also resulted in the GS not capturing because the localizer was out of parameters. By taking the time to see if the controllers intercept would work put us behind on the rest of the approach. At no point were any other aircraft conflicts seen or announced by either the aircraft or controllers. We overheard 3 aircraft following us also have trouble tracking the localizer.

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Original NASA ASRS Text

Title: In bound to ATL; CARJ-700 cleared to intercept the Rwy 9R ILS from the south with a 60 KT southerly wind was unable to capture the localizer. Approach quickly became unstabilized. Directed by ATC to go around. Subsequent approach was successful.

Narrative: This flight was given vectors off the Honie arrival; flying a heading of 360 degrees at an altitude of 4;000 FT. The First Officer was Pilot Flying. We were given vectors to intercept the LOC for the ILS 9R at the altitude of 3;500 FT and told to slow to final approach speed. The Pilot Flying turned as directed and armed the approach. I watched the LOC come alive and the PFD indicate LOC 1. I looked down to complete the checklists and configuration. When I looked up again; the aircraft was well left (north) of centerline; drifting into the north runway complex. At this point I noticed the crosswinds were out of the south at 61 KTS. The Controller gave us a new intercept angle of 110 degrees which was still insufficient to recapture the LOC. We were also told to switch to Tower frequency. I looked down to set the frequency and looked back up. By that point we were well above the GS and still drifting north of the LOC but slowly correcting. The Approach Controller again reminded us to switch frequencies. I did this and was told we were clear to land Runway 9R. The Pilot Flying was still trying to find an intercept angle to capture the LOC. I was getting ready to call for a go around when the Tower called it for us with a climb to 3;500 FT and a turn to 180 degrees. As soon as that call was made; the Tower gave the aircraft following us a call to slow to final approach speed because there was a vehicle on the runway. We completed the missed approach and subsequent ILS PRM approach to Runway 10 without incident. During the approach to Runway 10 the winds had decreased to a crosswind from the south at 47 KTS. Attempted to increase the intercept angle for the LOC and manually descend the aircraft. When this failed; the aircraft was hand flown to recapture the approach until it was determined a missed approach was the appropriate course of action. This was noted by both the pilots and controllers simultaneously. It appears that although the FD captured the LOC the first time; it was unable to hold the necessary crab angle to maintain LOC track. The PFD never indicated a loss of LOC 1 track. Reverting to the new assigned heading of 110 degrees in Heading mode; then rearming the approach did not work because the newly assigned angle did not intercept the LOC. This then also resulted in the GS not capturing because the LOC was out of parameters. By taking the time to see if the controllers intercept would work put us behind on the rest of the approach. At no point were any other aircraft conflicts seen or announced by either the aircraft or controllers. We overheard 3 aircraft following us also have trouble tracking the LOC.

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.