Date: 201409
Local time of day: 0601-1200
Location: ATL.Airport, GA
Flight conditions: IMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B A80
ATC / advisory: TRACON A80
Aircraft component: ILS/VOR
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Human factors: Human-Machine Interface; Confusion
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: While on descent into Atlanta; we assumed and briefed the DIRTY2 RNAV Arrival with a transition to Runway 9L.  Shortly before the DIRTY intersection; we were told to expect ILS 8R.  I reprogrammed the FMC and briefed the arrival and the approach.  My error was not manually tuning the new ILS frequency.  The 9L frequency remained in both NAV radios.  While on a vector to join the 8R LOC; we flew through the course and could not rejoin.  A go-around was issued by ATC. While being vectored around for another approach; we noticed our error and tuned in the correct frequency.  The approach was briefed once again and we prepared for another approach.  While on a vector to join the 8R Localizer; we captured the Localizer and glideslope and proceeded down the glidepath. We were then told to switch to Tower but the Pilot Monitoring misheard the frequency and tuned in the charted Tower frequency for 8R. This was not the frequency that was issued.  Shortly after this; I noticed the Localizer start to drift right and the plane began to follow it.  The Localizer then went back to the left. I advised the Captain that I was having Localizer problems. At the same time all this was happening; Tower got a hold of us and issued another go-around. Upon the third attempt; we once again captured the 8R Localizer; however shortly before NZBIT; my Localizer flagged and the Captain took control of the airplane and we then landed safely.  After parking the plane safely and completing the Parking Checklist; we wrote in the logbook that the FO Localizer flagged during approach.  This was a repeat writeup due to the fact that the Localizer was written in the logbook two days prior to this event.   All three approaches were clearances for ILS 8R; not ILS PRM 8R. Every time a new clearance is issued; both Pilots need to review and brief the new approach procedures.  Also; it is very important to look at previous writeups and be prepared for those issues to happen again; even if they are cleared by Maintenance.


Second narrative: During preflight duties; I noted that the FO's LOC receiver had failed two days previously; but that the receiver had been replaced and had flown since the discrepancy. My feeling therefore was that the LOC receiver was okay. The FO briefed the DIRTY TWO RNAV Arrival with a transition to Runway 8R. I thought this was appropriate because we would park on Ramp XX. The arrival and approach briefings were covered thoroughly and adequately; but were based on limited experience on both our parts in ATL Operations.As it turned out; somewhere between DIRTY and HARRY; ATL Approach informed us that we should plan a north transition to Runway 8L. This put us in a little bit of a time crunch as we loaded the new arrival transition and runway. The FO briefed the new arrival transition; but the approach briefing was incomplete and I didn't catch it. We inadvertently left our LOC set for 8R (109.9) instead of 8L (109.3). I called up the ident (flying a second generation for the first flight of the trip) but didn't adequately monitor the identifier; so didn't catch the tuning mistake.While on base leg; with the Localizer called up; ATC noted that we appeared to be flying through the Localizer course. Of course this confused us as we showed that we weren't past the (wrong) course line yet. ATC then said that it appeared we were heading toward 9L. I checked the LOC frequency and noted our error. I reset the proper frequencies and ATC vectored to course. We were not getting LOC capture and ATC sent us around. We cleaned-up and ATC vectored us around for 8R. Of course we were flustered but set up again for the approach. This time we had proper LOC indications initially; but again the FO's LOC did not capture. I was distracted getting him back to course line. Meanwhile; ATC sent me to Tower on (I believe 119.1). I'm sure I acknowledged the frequency change; but don't know if I acknowledged the specific frequency. At any rate; in the difficulties capturing the LOC I switched to the charted 8R Tower frequency (125.32) and; about the time as I was wondering about landing clearance; Tower came up and sent us around again.At this point; we were very flustered but now I realized that the FO's Localizer was still not working properly. ATC vectored us for one more approach (the ILS 8R again). The FO's LOC again began to fluctuate so I took over and landed on 8R. After landing; ATC gave us a phone number to call.When ATC assigns a change to your plan; you must be sure to finish the new arrival and approach briefing. This obviously hurt us. Tune; Identify; and Monitor is there for a reason. The normal pattern now with the Next Gen B737s is to check the identifier on the MFD. This was our first flight in an older model aircraft. This trip and perhaps this habit pattern along with the approach changes was a factor. Not an excuse; but a factor. When I talked to RAPCON after the flight; the ATC person I talked to mentioned that pairing both runways to 119.1 was something they were reconsidering. When things are all under control; then we can easily adapt to such minor changes. The FO and I were definitely in the 'red zone' for the second approach. I was slow to realize that the FOs Localizer was a big problem. It really wasn't until the second go-around that I had a firm idea that his system wasn't capturing. We could have been firmer in communicating with each other that; while we didn't understand exactly what was wrong with the system; it wasn't working properly. I will certainly be more spring-loaded in the future to suspect recently repaired systems. FYI; we wrote up the FO's Localizer again in ATL. ATL Maintenance deferred it and we flew the airplane two more legs. When we got back to XXX; the FO's Localizer again failed to capture; but we were waiting for it. It appears to be an intermittent problem. ATL Approach was no doubt as frustrated with us as we were confused by our situation. I commend them for dealing with our problems in a matter-of-fact and patient manner.


Synopsis: B737 sencond generation flight crew describes two go arounds at ATL. The first due to not tuning a new localizer frequency after ATC assigns a runway change. The second is due to the failure of the First Officer's localizer receiver. The Captain takes over on the third attempt when the First Officer's localizer indicator flags; and lands safely.