GA small aircraft accepts visual approach and then lands at wrong airport.

Attributes
ACN	105823
Time
Date	198902
Day	Sun
Local Time Of Day	1201 To 1800
Place
Locale Reference	atc facility : nqz airport : nqx
State Reference	FL
Altitude	agl bound lower : 0 agl bound upper : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : nqx tower : eyw artcc : zny
Operator	general aviation : personal
Make Model Name	Small Transport, Low Wing, 2 Recip Eng
Flight Phase	descent : approach landing other
Route In Use	approach : visual
Flight Plan	IFR
Person 1
Affiliation	Other
Function	flight crew : single pilot
Qualification	pilot : commercial pilot : instrument
Experience	flight time last 90 days : 200 flight time total : 3500 flight time type : 414
ASRS Report	105828
Person 2
Affiliation	government : faa
Function	controller : local
Qualification	controller : non radar
Events
Anomaly	non adherence : clearance other anomaly other other spatial deviation
Independent Detector	other flight crewa
Resolutory Action	none taken : detected after the fact
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Approximately 60 mi from key west, we were told to contact us approach, which we did. 10 mins later he told us to turn right to 260 degrees and intercept key west VOR 052 degree right, which would keep us out of restr areas. Approximately 20 mi from key west the controller told us to contact the tower and report a left base for runway 9. We turned left base, then final for runway 9, however it was runway 7 at NAS key west. At no time did the radar controller terminate radar service. When upon turning left base, I experienced severe engine vibrations and was preoccupied with making a safe landing. I feel that the controllers were in error, as we were on an IFR flight plan and I expected radar service to my destination. The navy controller stated to me that the tower operators at key west international probably had their backs turned and had no idea at that time where we were when we were cleared to land. I believe the approach controllers created a serious safety situation by assuming that I had been to key west international prior to this time and was familiar with the area approach. The proximity of the 2 airport areas, is within a few mi of each other, making first time identify difficult.

Original NASA ASRS Text

Title: GA SMA ACCEPTS VISUAL APCH AND THEN LANDS AT WRONG ARPT.

Narrative: APPROX 60 MI FROM KEY WEST, WE WERE TOLD TO CONTACT U.S. APCH, WHICH WE DID. 10 MINS LATER HE TOLD US TO TURN RIGHT TO 260 DEGS AND INTERCEPT KEY WEST VOR 052 DEG R, WHICH WOULD KEEP US OUT OF RESTR AREAS. APPROX 20 MI FROM KEY WEST THE CTLR TOLD US TO CONTACT THE TWR AND RPT A LEFT BASE FOR RWY 9. WE TURNED LEFT BASE, THEN FINAL FOR RWY 9, HOWEVER IT WAS RWY 7 AT NAS KEY WEST. AT NO TIME DID THE RADAR CTLR TERMINATE RADAR SVC. WHEN UPON TURNING LEFT BASE, I EXPERIENCED SEVERE ENG VIBRATIONS AND WAS PREOCCUPIED WITH MAKING A SAFE LNDG. I FEEL THAT THE CTLRS WERE IN ERROR, AS WE WERE ON AN IFR FLT PLAN AND I EXPECTED RADAR SVC TO MY DEST. THE NAVY CTLR STATED TO ME THAT THE TWR OPERATORS AT KEY WEST INTL PROBABLY HAD THEIR BACKS TURNED AND HAD NO IDEA AT THAT TIME WHERE WE WERE WHEN WE WERE CLRED TO LAND. I BELIEVE THE APCH CTLRS CREATED A SERIOUS SAFETY SITUATION BY ASSUMING THAT I HAD BEEN TO KEY WEST INTL PRIOR TO THIS TIME AND WAS FAMILIAR WITH THE AREA APCH. THE PROX OF THE 2 ARPT AREAS, IS WITHIN A FEW MI OF EACH OTHER, MAKING FIRST TIME IDENT DIFFICULT.

Data retrieved from NASA's ASRS site as of August 2007 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.