Narrative:

On the flight we encountered a mechanical issue with the nose wheel steering. QRH advised to select the longest runway but conditions at our destination were IFR and the ILS xxl approach was out of service. We selected the xxr approach and requested to have the fire trucks standing by. Aircraft was all secured and ready for an approach. Approach vectored us onto the ILS xxr localizer. The clearance was to intercept the localizer maintain 7000'; cleared for the ILS prm xxr approach. The aircraft captured on the localizer and crossed at 7000' when the aircraft began to go off course. The aircraft corrected itself and while it was correcting ATC questioned us and we advised him that we were back on course. Shortly after we told him that we were back on course the aircraft went just shy of a 1/8 deflection and were issued a breakout and a climb up to 5000'. The current winds were from the right at 51 knots. We were re-vectored around for another approach on xxr. The vectors brought us in the same way as before and the aircraft reacted the exact same way. The intercept angle was 15 degrees. This time we didn't allow the auto pilot to fly and we flew the entire approach by hand. The approach was much better since the automation had nothing to do with it. The aircraft system was unable to compensate for the crosswind. The flight directors were telling us to turn left; was providing incorrect information because of the crosswind. The event was determined because we were watching the instruments not capture correctly. The event occurred because there was a 51 knot crosswind on the approach and the aircraft was unable to compensate for a crosswind. Once the event was identified ourselves and ATC at the same time issued a breakout.

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Original NASA ASRS Text

Title: A CRJ200 was unable to maintain a localizer track in a 51 knot crosswind. After a go around the crew successfully hand flew the aircraft on next approach.

Narrative: On the flight we encountered a mechanical issue with the nose wheel steering. QRH advised to select the longest runway but conditions at our destination were IFR and the ILS XXL Approach was out of service. We selected the XXR Approach and requested to have the fire trucks standing by. Aircraft was all secured and ready for an approach. Approach vectored us onto the ILS XXR localizer. The clearance was to intercept the Localizer maintain 7000'; cleared for the ILS PRM XXR Approach. The aircraft captured on the LOC and crossed at 7000' when the aircraft began to go off course. The aircraft corrected itself and while it was correcting ATC questioned us and we advised him that we were back on course. Shortly after we told him that we were back on course the aircraft went just shy of a 1/8 deflection and were issued a breakout and a climb up to 5000'. The current winds were from the right at 51 knots. We were re-vectored around for another approach on XXR. The vectors brought us in the same way as before and the aircraft reacted the exact same way. The intercept angle was 15 degrees. This time we didn't allow the auto pilot to fly and we flew the entire approach by hand. The approach was much better since the automation had nothing to do with it. The aircraft system was unable to compensate for the crosswind. The flight directors were telling us to turn left; was providing incorrect information because of the crosswind. The event was determined because we were watching the instruments not capture correctly. The event occurred because there was a 51 knot crosswind on the approach and the aircraft was unable to compensate for a crosswind. Once the event was identified ourselves and ATC at the same time issued a breakout.

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.