Narrative:

We were operating a cargo flight from barrow to deadhorse, ak. The type of aircraft was an large transport. Approximately 75 mi out of deadhorse, anchorage center cleared us to descend to 3000 ft and when airfield in sight, contact deadhorse FSS. (Deadhorse tower is not attended at night). We descended to visual conditions and had an airfield in sight, with all seeming normal on short final except the localizer and GS which idented correctly were giving erratic indications. The VOR/DME was indicating 2 mi and slightly left of the inbound course. At this time I reconfirmed that the frequencys selected were correct, which they were. The captain elected to continue and land. On roll out we realized that we were at the wrong field, but not sure what it was (it was fully lighted but not attended at night). After failing to contact anyone there, we taxied back, took off and landed at deadhorse which was approximately 3 mi away. After landing, the captain contacted oil officials at prudhoe, deadhorse FSS and our company's chief pilot. In my opinion, the incident was caused by lack of information on the prudhoe field, ie same runway alignment, fully lighted but unattended, and the visual similarity of it and deadhorse. I suggest that both commercial and DOD publications make note of the situation and warn pilots of the situation. Note: in talking with people who live and fly in alaska, they tell me that 'it happens all the time.' another source told me that this the third part 121 carrier incident at this field.

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Original NASA ASRS Text

Title: ACR ACFT LANDED AT THE WRONG ARPT.

Narrative: WE WERE OPERATING A CARGO FLT FROM BARROW TO DEADHORSE, AK. THE TYPE OF ACFT WAS AN LGT. APPROX 75 MI OUT OF DEADHORSE, ANCHORAGE CTR CLRED US TO DSND TO 3000 FT AND WHEN AIRFIELD IN SIGHT, CONTACT DEADHORSE FSS. (DEADHORSE TWR IS NOT ATTENDED AT NIGHT). WE DSNDED TO VISUAL CONDITIONS AND HAD AN AIRFIELD IN SIGHT, WITH ALL SEEMING NORMAL ON SHORT FINAL EXCEPT THE LOC AND GS WHICH IDENTED CORRECTLY WERE GIVING ERRATIC INDICATIONS. THE VOR/DME WAS INDICATING 2 MI AND SLIGHTLY L OF THE INBOUND COURSE. AT THIS TIME I RECONFIRMED THAT THE FREQS SELECTED WERE CORRECT, WHICH THEY WERE. THE CAPT ELECTED TO CONTINUE AND LAND. ON ROLL OUT WE REALIZED THAT WE WERE AT THE WRONG FIELD, BUT NOT SURE WHAT IT WAS (IT WAS FULLY LIGHTED BUT NOT ATTENDED AT NIGHT). AFTER FAILING TO CONTACT ANYONE THERE, WE TAXIED BACK, TOOK OFF AND LANDED AT DEADHORSE WHICH WAS APPROX 3 MI AWAY. AFTER LNDG, THE CAPT CONTACTED OIL OFFICIALS AT PRUDHOE, DEADHORSE FSS AND OUR COMPANY'S CHIEF PLT. IN MY OPINION, THE INCIDENT WAS CAUSED BY LACK OF INFO ON THE PRUDHOE FIELD, IE SAME RWY ALIGNMENT, FULLY LIGHTED BUT UNATTENDED, AND THE VISUAL SIMILARITY OF IT AND DEADHORSE. I SUGGEST THAT BOTH COMMERCIAL AND DOD PUBLICATIONS MAKE NOTE OF THE SITUATION AND WARN PLTS OF THE SITUATION. NOTE: IN TALKING WITH PEOPLE WHO LIVE AND FLY IN ALASKA, THEY TELL ME THAT 'IT HAPPENS ALL THE TIME.' ANOTHER SOURCE TOLD ME THAT THIS THE THIRD PART 121 CARRIER INCIDENT AT THIS FIELD.

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.