A B737-200 PIC US UNABLE TO MAKE A SUCCESSFUL COUPLED APCH TO ILS RWY 36R AND HAS TO PERFORM A MISSED APCH AT CVG; OH.

Narrative

THIS WAS THE 4TH LEG (3RD AIRPLANE). IT WAS A SHORT FLT FROM MDW-CVG; BUT WITH A NEWER AUTOPLT (SP-177); WHICH BOTH I AND THE FO WERE RELATIVELY INEXPERIENCED WITH. ALTHOUGH IT WAS SUPPOSED TO BE THE FO'S LEG; SHE STATED SHE WAS NOT VERY FAMILIAR WITH THE AUTOPLT (AND HAD NOT FLOWN MUCH RECENTLY). DUE TO THE LOW WX CONDITIONS AT CVG; I FLEW THE APCH. THE FLT WAS RELATIVELY UNEVENTFUL UNTIL THE FINAL TURN ONTO THE LOC FOR RWY 36R AT CVG. WE WERE FLYING IN THE SNOW. THE CTLR GAVE US A HDG TO JOIN THE LOC AND TO MAKE A TIGHT TURN. AS I TURNED; WE WENT THROUGH THE LOC CTRLINE; BUT IT APPEARED WE WOULD BE ABLE TO REMAIN ON THE LOC. WE QUICKLY CROSSED THE LOC CTRLINE AGAIN. AFTER A COUPLE OF TURNS TO TRY TO CAPTURE AND HOLD THE CTRLINE; IT SEEMED AS THOUGH WE WOULD HAVE TO EXECUTE A GAR. AS WE WERE ABOUT TO EXECUTE THE GAR; THE TWR DIRECTED US TO GO AROUND AS WELL. WE EXECUTED THE GAR; AND I HAND FLEW THE NEXT APCH TO AN UNEVENTFUL LNDG. THE BIGGEST SAFETY FACTOR HERE IS THE LACK OF ADEQUATE TRAINING IN THE NEWER AUTOPLT SYS. CAPTS WERE GIVEN 1 FLT WITH A CHK AIRMAN; WHILE FO'S WERE NOT GIVEN ANY SPECIFIC TRAINING. COMBINED WITH A NONSTANDARD FLEET (3 VERSIONS OF -200'S; 2 AUTOPLTS; 2 ENG VARIETY; AND VARYING COCKPIT CONFIGNS); IT IS DIFFICULT (OR IMPOSSIBLE) TO DETERMINE WHEN SOME EQUIP IS NOT FUNCTIONING PROPERLY; OR IF OPERATOR ERROR IS INVOLVED.