EMB ERJ 170/175 ER/LR
Air Traffic Control Fully Certified
ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Air Traffic Control Issued New Clearance
Procedure; ATC Equipment / Nav Facility / Buildings; Equipment / Tooling; Human Factors
I was working Final Monitor West when an E170 checked in on the frequency out side of the approach fix. He went through the localizer to the east and the FMA went off. I told him he appeared to be east of the localizer and to turn right and return to the localizer immediately. He replied that he showed himself on it and asked if he should turn 5 or 10 degrees right to rejoin. I told him however much he needed to turn right and return to the localizer. While this was going on I was trying to coordinate with the other monitors that were sitting next to me that he was rejoining. Then I noticed he was descending. At that point I thought the approach was unsafe so I broke him out to the west and told him to maintain 4;000 since he was already through 4;600. I then coordinated with the final for how they wanted him back. I told him to fly heading 270 and noticed he was at 4;700. I asked him whether he was climbing or descending. He said climbing so I told him to maintain 5;000 and re-coordinated with the final. After I switched him; I noticed he went down to 4;000 anyway. I'm not sure how close the aircraft was to the other aircraft on approach to parallel runways since I was using the FMA and it has a magnification so it is very hard to determine distances.
This was a Part 121 operation. We were being vector for the ILS 18R Approach. We were at 4;000 FT MSL when Approach Control gave a 150 degree heading to intercept the localizer for 18R. I was on autopilot in HDG mode but I was in pink needles because we were about 25 miles out from the runway. I turned the heading bug to 150; selected NAV; and the plane began to turn. While in the turn Approach cleared us for the ILS 18R; I then went and hit the APP Mode. I then for some reason decided to hit the V/L button to go to green needles but mistakenly pressed the Prev button which switched my preview from LOC 2 to LOC 1. So; I realized it and immediately pressed it again to switch me back to LOC 2. By doing this caused the approach mode to deactivate. I did not notice that at first. The localizer came alive and started moving left to right. That was normal. A few seconds past then the needle was at center but the plane had not begun the turn to intercept. That is when I notice the LOC/GS was not active on the panel. I pressed the A/P Disc button instead of the TCS and started banking the plane back to the right to re-intercept the LOC. While doing so I allowed the altitude to begin descending; about 200 FT. I applied back pressure to the yoke and stop the descent but never climbed back up to 4;000. I re-intercepted the LOC and re-gauge the autopilot and armed the approach. The airplane began to turn to the left again. Getting us off a 1/2 dot deviation. ATC queried us if we were on the LOC and the Captain responded yes. While he was taking to ATC; I disconnected the autopilot again and turned the airplane to the right to get back on course. This caused me again to lose about 100 FT of altitude. Then ATC told us approach clearance was cancelled and to turn right to 270. I turn the plane to 270 and then re engage the autopilot. With that the plane started to bank to the left to intercept the LOC. I again disconnected the autopilot and turn the plane back to the right. I was no more than 5 degrees off the 270 heading assigned. Trying to figure out why the plane was doing that realized I did not command heading when ATC instructed us to turn to 270. That would cause the Captain to press the HGD button and engage heading mode. So; I commanded heading and autopilot on. ATC then gave us any turn and a climb to 5;000 FT MSL. I turned the alt selector knob to 5;000; said '5;000 set' and pressed flight level change button. The aircraft took a longer time than normal to climb. That's probably because my mind is going a thousand mile per minute because of what had taken place. So; I again took control and placed the plane in a climbing attitude and then press the autopilot button. We got re-vectored for the approach without incident and landed. While taxiing in; we heard another plane have problem with tracking the LOC. We parked at the gate and called Maintenance.
CLT Monitor Controller described an issued break out event when traffic failed to intercept the LOC as directed.