Date: 201307
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: For the second time in the past several weeks I've had to take the airplane after the pilot flying lost situation awareness on approach.  We were being vectored for an approach to XXL; the First Officer [was] pilot flying (PF). Our heading was roughly perpendicular to the final approach course...5-8 miles from the final approach course; Approach asked us if we saw the airport. I looked to the PF to see if he wanted to accept the visual. He didn't say anything and was obviously looking for the airport so I reported back to Approach that we were looking for the field. The Controller then came back with the clearance to fly heading 030 to intercept the localizer. The PF then said he had the airport so I called Approach to relay that. Approach then cleared us for the visual to XXL.  In the meantime the pilot flying still continued flying toward the final approach course without commencing a turn toward the airport. I became concerned about flying through the localizer; so I directed him to start turning; now. He started turning; but too slowly; and I instantly realized I had a problem. I increased the urgency level of my directions to not overshoot; but it was as though he was in some kind of trance; just as was the pilot in my previous experience. He just didn't respond to commands; including 'descend now' and 'slow down' because we were not descending or slowing for the approach. So I had to take the airplane.As a result of the similar experience a few weeks ago; I now brief that I want the airplane configured and slowed early until we get to know each other. Unfortunately that's not always possible.... In our lengthy debrief this evening [the First Officer] said that he'd thought about getting slowed earlier; but didn't follow through on it. I was busy making the runway change so I didn't think anything was out of the ordinary as we got within 10 miles of the final approach course. [The First Officer] was flying the approach exactly as I would have done at that point. The problem in both cases is the sudden; and inexplicable; loss of situation awareness in the approach environment. It was like a switch being thrown in both cases. One minute we're fine; the next it's DEFCON 5. I guess I should be thankful that at least we've been high and fast; rather than the other condition; but this evening if I hadn't intervened we'd have blown through all three 36 final approach courses; and I was  appalled at that prospect to put it bluntly.Why are people screwing up simple visual approaches? These are nice guys; sharp guys. The very best guys. They have to be; to be here. But something about flying this airplane; or the training thereof; is having a hypnotic effect in these situations; and I end up scrambling at the conclusion of a perfectly normal and uneventful flight. I know it's only twice; and that's not exactly a trend; but I'm extremely tired of filing reports; not to mention the jolt of adrenalin in the process. I don't know if people are being warned off of flying visual approaches in training; or something else is going on. I don't think fatigue played a part in either of these incidents. In both cases weather was good. One airport was a sleepy outstation and we were the only airplane in the sky; the other a busy hub airport with a lot of traffic; but nothing out of the ordinary.  Visual approaches are fact of aviation life. They happen. It's all well and good to emphasize use of automation and to 'back up' visuals with instrument approaches; but the ability to look out the window and manipulate the controls and throttles in such a way as to plant the mains on the runway in the appropriate manner is still an essential part of flying. Not to mention knowing where you are; and where you're going....I guess I will emphasize and re-emphasize situation awareness. My question is: does it take special emphasis to accomplish something so basic and intrinsic to what we do?


Second narrative: [I] lost situational awareness and did not hear clearance to turn to heading approaching ZZZZZ Intersection when cleared for approach on Runway XL. Captain directed turn; descend; and configure. Went visual on the approach and Captain continued to direct a turn to the left to deconflict with traffic then took aircraft for landing.[I] just completed 6 month training but had not flown in more than 3 weeks and no landings in 2 months due to assignments with high mins captains. Deadhead flight evening before was delayed due to weather. Hotel air conditioning system broke during middle of night. After late arrival I woke up after only 5 hours of sleep due to excessive heat in the hotel.


Synopsis: B757 flight crew described their experiences related to apparent inability to fly visual approaches properly.