Narrative:

My first officer was flying this leg from the left seat and we were being vectored on a downwind to runway 8R with l-hand traffic at atl. The controller issued us a left turn to intercept final for a visual to runway 8R. He also cautioned us that we were following a heavy jet and there may be wake turbulence. I acknowledged the visual approach clearance. He then issued us a TA for a brazilia landing on the parallel to our right. I called the traffic in sight at our 3 O'clock position. The first officer asked me to tune and set up the ILS for runway 8R for him. He was concerned about wake turbulence and it is our policy to fly a final approach behind a heavy jet at least 1 DOT above GS to remain above its wake. I had my eyes inside the cockpit at this time looking for the approach plate for runway 8R at his request. I then tuned and idented it for him. I looked up again to my right and noticed that the brazilia was converging with us. Approach control again asked us to verify the aircraft in sight and acknowledge our visual clearance to runway 8R. I replied affirmative to both. The first officer was to intercept the ILS localizer and GS, yet I was assuming that he was visual. The visibility, after all, was greater than 10 mi, and we had acknowledged the field in sight. I then looked forward and noticed that our aircraft was on a converging course for runway 9L. I then took control and said 'turn left now,' and we executed a 30 degree bank to the left to reintercept final for runway 8R. We then landed without incident. The first officer told me later that he was unaware that the runway 8R localizer was notamed OTS and that he thought runway 8R was on the south side, not the north side. As an additional note, our airplane is not equipped with TCASII.

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Original NASA ASRS Text

Title: FO OF LEAR 31 FAILED TO TURN ON THE CORRECT FINAL DUE TO CONFUSION WITH THE ASSIGNED RWY AND THE OTHER SET OF PARALLEL RWYS RESULTING IN LOSS OF SEPARATION WITH AN EMB120 ON FINAL FOR THE OTHER SET OF PARALLEL RWYS.

Narrative: MY FO WAS FLYING THIS LEG FROM THE L SEAT AND WE WERE BEING VECTORED ON A DOWNWIND TO RWY 8R WITH L-HAND TFC AT ATL. THE CTLR ISSUED US A L TURN TO INTERCEPT FINAL FOR A VISUAL TO RWY 8R. HE ALSO CAUTIONED US THAT WE WERE FOLLOWING A HVY JET AND THERE MAY BE WAKE TURB. I ACKNOWLEDGED THE VISUAL APCH CLRNC. HE THEN ISSUED US A TA FOR A BRAZILIA LNDG ON THE PARALLEL TO OUR R. I CALLED THE TFC IN SIGHT AT OUR 3 O'CLOCK POS. THE FO ASKED ME TO TUNE AND SET UP THE ILS FOR RWY 8R FOR HIM. HE WAS CONCERNED ABOUT WAKE TURB AND IT IS OUR POLICY TO FLY A FINAL APCH BEHIND A HVY JET AT LEAST 1 DOT ABOVE GS TO REMAIN ABOVE ITS WAKE. I HAD MY EYES INSIDE THE COCKPIT AT THIS TIME LOOKING FOR THE APCH PLATE FOR RWY 8R AT HIS REQUEST. I THEN TUNED AND IDENTED IT FOR HIM. I LOOKED UP AGAIN TO MY R AND NOTICED THAT THE BRAZILIA WAS CONVERGING WITH US. APCH CTL AGAIN ASKED US TO VERIFY THE ACFT IN SIGHT AND ACKNOWLEDGE OUR VISUAL CLRNC TO RWY 8R. I REPLIED AFFIRMATIVE TO BOTH. THE FO WAS TO INTERCEPT THE ILS LOC AND GS, YET I WAS ASSUMING THAT HE WAS VISUAL. THE VISIBILITY, AFTER ALL, WAS GREATER THAN 10 MI, AND WE HAD ACKNOWLEDGED THE FIELD IN SIGHT. I THEN LOOKED FORWARD AND NOTICED THAT OUR ACFT WAS ON A CONVERGING COURSE FOR RWY 9L. I THEN TOOK CTL AND SAID 'TURN L NOW,' AND WE EXECUTED A 30 DEG BANK TO THE L TO REINTERCEPT FINAL FOR RWY 8R. WE THEN LANDED WITHOUT INCIDENT. THE FO TOLD ME LATER THAT HE WAS UNAWARE THAT THE RWY 8R LOC WAS NOTAMED OTS AND THAT HE THOUGHT RWY 8R WAS ON THE S SIDE, NOT THE N SIDE. AS AN ADDITIONAL NOTE, OUR AIRPLANE IS NOT EQUIPPED WITH TCASII.

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.