Narrative:

We departed for mqs and leveled off at 3000' on headings from departure. While I was running the short segment checklist the PF spotted the airport and called it out. I looked up and didn't see it and stated as such and continued running the checklist. I proceeded to contact unicom on 122.7 at mqs and verify which runway they were using. I was able to determine it was runway 29 and I selected ILS 29 in the box to back up our visual. Also at this time there was an aircraft reporting downwind for 29. As I came back to the number 1 comms and inform PF that I was back on; I saw an airport straight ahead of us and agreed it was in sight. We cancelled IFR and proceeded towards the airport.the aircraft I had heard on the radio was announcing they were turning base leg; at this point we determined it was too close to our position and we needed to make a change. Neither of us saw the aircraft or had TCAS display of this aircraft. But; due to safety of our situation we made a right 360 to provide space; even though we couldn't determine the aircraft's position visually. As we completed the turn we hear that the aircraft was clearing the runway.we proceeded to the airport. The epgws system starts to inform us we were too low. This caused a lot of confusion as the airport was in sight and our glide path was on or slightly above the 3.00 degree PAPI - left. Considering a long tenure in the xl program and having numerous erroneous warnings with the epgws in that program; I determined that there was something wrong with the egpws and I was going to have to inform mx upon landing. We commented on needing to turn off the warning; as it was distracting to our landing approach. As we landed and used braking and TR's I was puzzled at the amount of braking that was needed for this 5000'+ runway. At this moment; everything came together in my head and I realized; we were at the wrong airport. I realize we should have aborted the approach at the warning from the epgws; confirmed that all parameters were correct; and performed a second verification of all information. By doing this we would have realized we were at the wrong location. The confusion and distraction that I experienced was what led to this situation.as I stated in the main body; I should have initiated a safe operations area and verified why we were getting the epgws warning. By doing so; the confusion would have had time to be investigated and we would have realized we were at the wrong airport.

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Original NASA ASRS Text

Title: DA2000 flight crew reported receiving an EGPWS terrain warning on approach to landing at the wrong airport.

Narrative: We departed for MQS and leveled off at 3000' on headings from Departure. While I was running the short segment checklist the PF spotted the airport and called it out. I looked up and didn't see it and stated as such and continued running the checklist. I proceeded to contact UNICOM on 122.7 at MQS and verify which runway they were using. I was able to determine it was runway 29 and I selected ILS 29 in the box to back up our visual. Also at this time there was an aircraft reporting downwind for 29. As I came back to the number 1 comms and inform PF that I was back on; I saw an airport straight ahead of us and agreed it was in sight. We cancelled IFR and proceeded towards the airport.The aircraft I had heard on the radio was announcing they were turning base leg; at this point we determined it was too close to our position and we needed to make a change. Neither of us saw the aircraft or had TCAS display of this aircraft. But; due to safety of our situation we made a right 360 to provide space; even though we couldn't determine the aircraft's position visually. As we completed the turn we hear that the aircraft was clearing the runway.We proceeded to the airport. The EPGWS system starts to inform us we were too low. This caused a lot of confusion as the airport was in sight and our glide path was on or slightly above the 3.00 degree PAPI - L. Considering a long tenure in the XL program and having numerous erroneous warnings with the EPGWS in that program; I determined that there was something wrong with the EGPWS and I was going to have to inform MX upon landing. We commented on needing to turn off the warning; as it was distracting to our landing approach. As we landed and used braking and TR's I was puzzled at the amount of braking that was needed for this 5000'+ runway. At this moment; everything came together in my head and I realized; we were at the wrong airport. I realize we should have aborted the approach at the warning from the EPGWS; confirmed that all parameters were correct; and performed a second verification of all information. By doing this we would have realized we were at the wrong location. The confusion and distraction that I experienced was what led to this situation.As I stated in the main body; I should have initiated a safe operations area and verified why we were getting the EPGWS warning. By doing so; the confusion would have had time to be investigated and we would have realized we were at the wrong airport.

Data retrieved from NASA's ASRS site 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.