Narrative:

Flying into dfw expecting ILS runway 17C we were past dietz at 210/11;000 north to hornz. Controller told us to descend to 7000 ft; so the first officer started the descent. Controller told us to slow to 190 KIAS and turn left to 300 (I think?) followed by headings of 260 and 220 and cleared for the approach ILS runway 17C. We were being slam dunked. The first officer may have been a little slow to react; but not that slow. When cleared for the approach we were given 180 KIAS to the marker. We were configured gear down flaps 20 descending at 180 KIAS and we were still going to be high. I told the controller we needed a slower speed to descend and he cleared us to slow; which we did. We were still going to be high at the marker and the first officer said he wanted to go around. I said ok and told tower we were going around. We bottomed out at around 1700 ft and flew the go-around clearance of climb to 2000 ft and follow the localizer outbound. No problems with the go-around. Returning to land we were on downwind at 5000 ft and given expect runway 17L. I put the ILS runway 17L into the FMC; extended the centerline and dialed in the ILS runway 17L frequency and course. We were given slow to 190 KIAS turn left 330. The controller asked; 'do you have the runway.' we said we did. The controller said cleared for a visual approach to runway 17L and then said fly heading 260. I read the clearance back and thought it odd getting a vector after being cleared for a visual approach. Then I thought the controller simply needed us turned back for the airport. The controller called out traffic; an embraer; which we did not see; but we had a narrow body at 12 o'clock on final to another runway. We were approaching centerline of runway 17L and I asked the first officer; 'do you have the runway?' he said yes; but didn't start a turn. I told the first officer you need to start your turn so he started a shallow turn towards the runway. At this point; we were starting to over-shoot the runway centerline and I ordered the first officer emphatically turn the plane now! The first officer aggressively banked the aircraft and the controller asked us; 'what's your heading?' I told the controller we are turning final. He said fly heading 150 and intercept the runway 17L localizer; which we did and landed. On the ground I discussed the events with the first officer and he said he was confused by the 'cleared for a visual approach to runway 17L' and then the 'fly heading 260' from the controller. I think the first officer thought he was on a vector for traffic. As I mentioned earlier I was a little surprised by the vector after being cleared for a visual but thought I understood the controller's intent. Had I known the first officer was confused I would have clarified the clearance.

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Original NASA ASRS Text

Title: An air carrier crew was confused by an ATC vector after receiving a visual approach clearance to a runway at DFW.

Narrative: Flying into DFW expecting ILS Runway 17C we were past DIETZ at 210/11;000 north to HORNZ. Controller told us to descend to 7000 FT; so the First Officer started the descent. Controller told us to slow to 190 KIAS and turn left to 300 (I think?) followed by headings of 260 and 220 and cleared for the approach ILS Runway 17C. We were being slam dunked. The First Officer may have been a little slow to react; but not that slow. When cleared for the approach we were given 180 KIAS to the marker. We were configured gear down Flaps 20 descending at 180 KIAS and we were still going to be high. I told the Controller we needed a slower speed to descend and he cleared us to slow; which we did. We were still going to be high at the marker and the First Officer said he wanted to go around. I said OK and told Tower we were going around. We bottomed out at around 1700 FT and flew the go-around clearance of climb to 2000 FT and follow the localizer outbound. No problems with the go-around. Returning to land we were on downwind at 5000 FT and given expect Runway 17L. I put the ILS Runway 17L into the FMC; extended the centerline and dialed in the ILS Runway 17L frequency and course. We were given slow to 190 KIAS turn left 330. The Controller asked; 'do you have the runway.' We said we did. The Controller said cleared for a visual approach to Runway 17L and then said fly heading 260. I read the clearance back and thought it odd getting a vector after being cleared for a visual approach. Then I thought the Controller simply needed us turned back for the airport. The Controller called out traffic; an Embraer; which we did not see; but we had a narrow body at 12 o'clock on final to another runway. We were approaching centerline of Runway 17L and I asked the First Officer; 'do you have the runway?' He said yes; but didn't start a turn. I told the First Officer you need to start your turn so he started a shallow turn towards the runway. At this point; we were starting to over-shoot the runway centerline and I ordered the First Officer emphatically turn the plane now! The First Officer aggressively banked the aircraft and the Controller asked us; 'what's your heading?' I told the Controller we are turning final. He said fly heading 150 and intercept the Runway 17L localizer; which we did and landed. On the ground I discussed the events with the First Officer and he said he was confused by the 'cleared for a visual approach to Runway 17L' and then the 'fly heading 260' from the Controller. I think the First Officer thought he was on a vector for traffic. As I mentioned earlier I was a little surprised by the vector after being cleared for a visual but thought I understood the Controller's intent. Had I known the First Officer was confused I would have clarified the clearance.

Data retrieved from NASA's ASRS site as of April 2012 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.