Narrative:

This is a classic fatigue problem. I hate to fly redeye's but company has most of B-757 flying out of lax on redeye's. Normal descent to bwi. Either center or approach gave us option for visual approach to runway 10 with no GS. Even though it is clear, I do not like to make approachs with no GS in use. We took it to expedite our arrival as we were both tired. The ATIS gave good ceiling and up to 8 mi visibility. We took vectors and altitude to 1400 ft from approach control for assignment. At 1400 ft just outside of jeant LOM I still did not have runway or airport visual contact and a haze layer cut down visibility. When we both saw it, the VASI showed me high and our approach speed was too fast. I advised the captain to declare a missed approach and advise tower 119.4 that we would enter left downwind to runway 33L. They negated that as they had traffic departing runway 15R. Tower then gave us several options on which I elected to proceed left downwind to runway 28. The captain gave me a nod to commence my turn to land on runway 28. However, in the approach, I mistook runway 154/33L as runway 28. The captain took control and I assumed the PNF role. We made a steep approach to runway 28 and landed without incident. Factors such as fatigue, approaching into sun (east at dawn), no GS for assistance and not being authority/authorized to tell the PNF to advise me (point to) active runway on approach, led to this sloppy approach.

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Original NASA ASRS Text

Title: LGT FLC ON REDEYE FLT MAKES APCH TO WRONG RWY AFTER MISSED APCH.

Narrative: THIS IS A CLASSIC FATIGUE PROB. I HATE TO FLY REDEYE'S BUT COMPANY HAS MOST OF B-757 FLYING OUT OF LAX ON REDEYE'S. NORMAL DSCNT TO BWI. EITHER CTR OR APCH GAVE US OPTION FOR VISUAL APCH TO RWY 10 WITH NO GS. EVEN THOUGH IT IS CLR, I DO NOT LIKE TO MAKE APCHS WITH NO GS IN USE. WE TOOK IT TO EXPEDITE OUR ARR AS WE WERE BOTH TIRED. THE ATIS GAVE GOOD CEILING AND UP TO 8 MI VISIBILITY. WE TOOK VECTORS AND ALT TO 1400 FT FROM APCH CTL FOR ASSIGNMENT. AT 1400 FT JUST OUTSIDE OF JEANT LOM I STILL DID NOT HAVE RWY OR ARPT VISUAL CONTACT AND A HAZE LAYER CUT DOWN VISIBILITY. WHEN WE BOTH SAW IT, THE VASI SHOWED ME HIGH AND OUR APCH SPD WAS TOO FAST. I ADVISED THE CAPT TO DECLARE A MISSED APCH AND ADVISE TWR 119.4 THAT WE WOULD ENTER L DOWNWIND TO RWY 33L. THEY NEGATED THAT AS THEY HAD TFC DEPARTING RWY 15R. TWR THEN GAVE US SEVERAL OPTIONS ON WHICH I ELECTED TO PROCEED L DOWNWIND TO RWY 28. THE CAPT GAVE ME A NOD TO COMMENCE MY TURN TO LAND ON RWY 28. HOWEVER, IN THE APCH, I MISTOOK RWY 154/33L AS RWY 28. THE CAPT TOOK CTL AND I ASSUMED THE PNF ROLE. WE MADE A STEEP APCH TO RWY 28 AND LANDED WITHOUT INCIDENT. FACTORS SUCH AS FATIGUE, APCHING INTO SUN (E AT DAWN), NO GS FOR ASSISTANCE AND NOT BEING AUTH TO TELL THE PNF TO ADVISE ME (POINT TO) ACTIVE RWY ON APCH, LED TO THIS SLOPPY APCH.

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.