Large transport forced to go around due wrong runway approach of commuter aircraft.

Attributes
ACN	251065
Time
Date	199309
Day	Sun
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : mia
State Reference	FL
Altitude	msl bound lower : 2000 msl bound upper : 2000
Environment
Flight Conditions	Mixed
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : mia tower : sfo
Operator	common carrier : air carrier
Make Model Name	Large Transport, Low Wing, 2 Turbojet Eng
Navigation In Use	Other Other
Flight Phase	descent : approach descent other landing : go around
Route In Use	enroute : on vectors
Flight Plan	IFR
Aircraft 2
Operator	common carrier : air carrier
Make Model Name	Light Transport
Flight Phase	descent : approach descent other
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : instrument pilot : commercial pilot : atp pilot : flight engineer
Experience	flight time last 90 days : 150 flight time total : 8500 flight time type : 4000
ASRS Report	251065
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : instrument pilot : commercial pilot : atp
Events
Anomaly	conflict : airborne less severe non adherence : clearance other anomaly other
Independent Detector	aircraft equipment other aircraft equipment : unspecified other flight crewa
Resolutory Action	flight crew : took evasive action other
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

After normal vectored approach, we were cleared to land on runway 9L. Traffic was called for runway 9R. The runway 9R turboprop commuter appeared to be overshooting to the left after going through a small cloud. But, he kept moving to the left and lined up for runway 9L as he passed under our aircraft. We stopped descent, confirmed we were assigned runway 9L and were then given a go around and vectored to a normal runway 9L landing. Assuming the turboprop had been given runway 9R, he went for the wrong runway after passing around through a puffy cloud. Frequency congestion took too much of our time to confirm our assigned runway. Prompter contact could have alerted the tower to the problem. TCASII aural alerts added noise to our cockpit environment (we had stopped descent and were already planning a go around). Visual operations and low puffy clouds can be dangerous and require heads up alertness.

Original NASA ASRS Text

Title: LGT FORCED TO GAR DUE WRONG RWY APCH OF COMMUTER ACFT.

Narrative: AFTER NORMAL VECTORED APCH, WE WERE CLRED TO LAND ON RWY 9L. TFC WAS CALLED FOR RWY 9R. THE RWY 9R TURBOPROP COMMUTER APPEARED TO BE OVERSHOOTING TO THE L AFTER GOING THROUGH A SMALL CLOUD. BUT, HE KEPT MOVING TO THE L AND LINED UP FOR RWY 9L AS HE PASSED UNDER OUR ACFT. WE STOPPED DSCNT, CONFIRMED WE WERE ASSIGNED RWY 9L AND WERE THEN GIVEN A GAR AND VECTORED TO A NORMAL RWY 9L LNDG. ASSUMING THE TURBOPROP HAD BEEN GIVEN RWY 9R, HE WENT FOR THE WRONG RWY AFTER PASSING AROUND THROUGH A PUFFY CLOUD. FREQ CONGESTION TOOK TOO MUCH OF OUR TIME TO CONFIRM OUR ASSIGNED RWY. PROMPTER CONTACT COULD HAVE ALERTED THE TWR TO THE PROB. TCASII AURAL ALERTS ADDED NOISE TO OUR COCKPIT ENVIRONMENT (WE HAD STOPPED DSCNT AND WERE ALREADY PLANNING A GAR). VISUAL OPS AND LOW PUFFY CLOUDS CAN BE DANGEROUS AND REQUIRE HEADS UP ALERTNESS.

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.