Narrative:

After a 2 hour passenger delay in 110 degree WX, an unexpected fuel stop at salina, ks, and numerous encounters with en route thunderstorms, we approached the new york metropolitan area on a clear but hazy and muggy night. We were on radar vectors for a visibility approach to runway 19 or 24 at teterboro, nj. Approximately 4 mi southwest of the field and after receiving a visibility approach clearance, we were told to contact teterboro tower. Being fully briefed for an overhead approach and normal VFR pattern to runway 19 or 24, the first officer reported 'with you on a visibility.' at 2.5 mi southwest of teterboro doing 200 KTS, teterboro tower changes our thought process by clearing us to land on runway 01. Because of our extremely close proximity to the airport and our speed I immediately went to 'flight idle' with the power and extended the speed brakes. After initiating a turn to the right for a base entry, I called for gear down, landing checklist, and approach flaps. I had full contact with the airport and with some rather fast maneuvering, we lined up with the runway, finished the checklists, and performed a normal landing on runway 06. The wrong runway! Thinking that I performed a fantastic approach after a long flight, you can imagine my surprise when tower said 'nice approach, but you just landed on the wrong runway. You were cleared to land on runway 01.' contributing factors. Very tired crew. Almost 11 hours duty time, passenger delay in extreme heat, stress from en route WX, unexpected fuel stop because of WX, late departure with later arrival than expected, last min change of plans for approach, crew pressure to finish flight quickly, first officer too busy in finishing last min duties to xchk captain's flight position, captain's train of thought in asking ATC for an ILS 06 approach to save time when arriving in the new york area. Several lessons were learned. First of all, situational awareness breakdown can happen to anyone, especially when you'r not expecting it. Secondly, I didn't realize how really tired I was until after both crew members were told of the mistake. Third, last min changes in procedures are sometimes better to be refused. Fourth, my renewed respect for controllers. Afterward, I called the local controller to ensure everything was ok. He stated that everything was fine. He also said that he noticed my approach to the wrong runway and in seeing that things were going so well, decided to leave us alone and allow a successful approach to landing to take place.

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Original NASA ASRS Text

Title: CORPORATE JET LANDS ON THE WRONG RWY A TEB.

Narrative: AFTER A 2 HR PAX DELAY IN 110 DEG WX, AN UNEXPECTED FUEL STOP AT SALINA, KS, AND NUMEROUS ENCOUNTERS WITH ENRTE TSTMS, WE APCHED THE NEW YORK METRO AREA ON A CLR BUT HAZY AND MUGGY NIGHT. WE WERE ON RADAR VECTORS FOR A VIS APCH TO RWY 19 OR 24 AT TETERBORO, NJ. APPROX 4 MI SW OF THE FIELD AND AFTER RECEIVING A VIS APCH CLRNC, WE WERE TOLD TO CONTACT TETERBORO TWR. BEING FULLY BRIEFED FOR AN OVERHEAD APCH AND NORMAL VFR PATTERN TO RWY 19 OR 24, THE F/O RPTED 'WITH YOU ON A VIS.' AT 2.5 MI SW OF TETERBORO DOING 200 KTS, TETERBORO TWR CHANGES OUR THOUGHT PROCESS BY CLRING US TO LAND ON RWY 01. BECAUSE OF OUR EXTREMELY CLOSE PROX TO THE ARPT AND OUR SPD I IMMEDIATELY WENT TO 'FLT IDLE' WITH THE PWR AND EXTENDED THE SPD BRAKES. AFTER INITIATING A TURN TO THE R FOR A BASE ENTRY, I CALLED FOR GEAR DOWN, LNDG CHKLIST, AND APCH FLAPS. I HAD FULL CONTACT WITH THE ARPT AND WITH SOME RATHER FAST MANEUVERING, WE LINED UP WITH THE RWY, FINISHED THE CHKLISTS, AND PERFORMED A NORMAL LNDG ON RWY 06. THE WRONG RWY! THINKING THAT I PERFORMED A FANTASTIC APCH AFTER A LONG FLT, YOU CAN IMAGINE MY SURPRISE WHEN TWR SAID 'NICE APCH, BUT YOU JUST LANDED ON THE WRONG RWY. YOU WERE CLRED TO LAND ON RWY 01.' CONTRIBUTING FACTORS. VERY TIRED CREW. ALMOST 11 HRS DUTY TIME, PAX DELAY IN EXTREME HEAT, STRESS FROM ENRTE WX, UNEXPECTED FUEL STOP BECAUSE OF WX, LATE DEP WITH LATER ARR THAN EXPECTED, LAST MIN CHANGE OF PLANS FOR APCH, CREW PRESSURE TO FINISH FLT QUICKLY, F/O TOO BUSY IN FINISHING LAST MIN DUTIES TO XCHK CAPT'S FLT POS, CAPT'S TRAIN OF THOUGHT IN ASKING ATC FOR AN ILS 06 APCH TO SAVE TIME WHEN ARRIVING IN THE NEW YORK AREA. SEVERAL LESSONS WERE LEARNED. FIRST OF ALL, SITUATIONAL AWARENESS BREAKDOWN CAN HAPPEN TO ANYONE, ESPECIALLY WHEN YOU'R NOT EXPECTING IT. SECONDLY, I DIDN'T REALIZE HOW REALLY TIRED I WAS UNTIL AFTER BOTH CREW MEMBERS WERE TOLD OF THE MISTAKE. THIRD, LAST MIN CHANGES IN PROCS ARE SOMETIMES BETTER TO BE REFUSED. FOURTH, MY RENEWED RESPECT FOR CTLRS. AFTERWARD, I CALLED THE LCL CTLR TO ENSURE EVERYTHING WAS OK. HE STATED THAT EVERYTHING WAS FINE. HE ALSO SAID THAT HE NOTICED MY APCH TO THE WRONG RWY AND IN SEEING THAT THINGS WERE GOING SO WELL, DECIDED TO LEAVE US ALONE AND ALLOW A SUCCESSFUL APCH TO LNDG TO TAKE PLACE.

Data retrieved from NASA's ASRS site as of July 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.