Narrative:

Our route consists of flying from teb (departing XA30 local) to bkl, delaying 4.5 hours, then returning to teb. At XG45 we depart to phl. So the crew is tired after all night. I was PF on the leg to phl. We were nearing phl when I briefed the runway 9R ILS approach prior to receiving radar vectors. Approximately 5 mins after the brief we were vectored for the approach, and the first officer set up the navs. I did not verify the frequency set. I flew the approach and we broke out at 300 ft AGL. The first officer called runway in sight, and when I looked out, I saw an aircraft on the runway. I immediately called go around and advanced power to go around power. The first officer advised tower that we were going around. The first officer stated that there was an aircraft on the runway and tower stated the only vehicle in the vicinity of runway 9R was a ground vehicle on the taxiway. As we were climbing out we heard tower asking an air carrier flight where they were. They were in position on runway 9L. I had the first officer check the navs and we discovered we had inadvertently tuned and idented runway 9L ILS, not runway 9R. Upon landing we called phl and told them what had happened. This could have been avoided by not briefing the approach until we were on radar vectors, then setting the navs as I briefed, or by xchking the approach plate to make sure the right one was being used to set the navs. Another factor involved -- we had been using commercial charts for the last 6 yrs. Upon contract change we are now flying for a different company. They require use of government charts. Commercial (separated pages for charts) versus government (books not used to using).

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Original NASA ASRS Text

Title: LR35 135 CARGO FLT WAS CLRED RWY 9R ILS. BRIEFED THE APCH PRIOR TO VECTOR. FO SET UP THE ILS FREQ FOR RWY 9L IN ERROR. CAPT DID NOT IDENT. BROKE OUT AT 300 FT, SAW ACFT ON THE RWY AND EXECUTED GAR. ERROR DISCOVERED AND RECLRED FOR APCH AND NORMAL LNDG. DISCUSSED INCIDENT WITH PHL ON ARR. USING GOV CHART AND MORE FAMILIAR WITH COMMERCIAL PLATES.

Narrative: OUR RTE CONSISTS OF FLYING FROM TEB (DEPARTING XA30 LCL) TO BKL, DELAYING 4.5 HRS, THEN RETURNING TO TEB. AT XG45 WE DEPART TO PHL. SO THE CREW IS TIRED AFTER ALL NIGHT. I WAS PF ON THE LEG TO PHL. WE WERE NEARING PHL WHEN I BRIEFED THE RWY 9R ILS APCH PRIOR TO RECEIVING RADAR VECTORS. APPROX 5 MINS AFTER THE BRIEF WE WERE VECTORED FOR THE APCH, AND THE FO SET UP THE NAVS. I DID NOT VERIFY THE FREQ SET. I FLEW THE APCH AND WE BROKE OUT AT 300 FT AGL. THE FO CALLED RWY IN SIGHT, AND WHEN I LOOKED OUT, I SAW AN ACFT ON THE RWY. I IMMEDIATELY CALLED GAR AND ADVANCED PWR TO GAR PWR. THE FO ADVISED TWR THAT WE WERE GOING AROUND. THE FO STATED THAT THERE WAS AN ACFT ON THE RWY AND TWR STATED THE ONLY VEHICLE IN THE VICINITY OF RWY 9R WAS A GND VEHICLE ON THE TXWY. AS WE WERE CLBING OUT WE HEARD TWR ASKING AN ACR FLT WHERE THEY WERE. THEY WERE IN POS ON RWY 9L. I HAD THE FO CHK THE NAVS AND WE DISCOVERED WE HAD INADVERTENTLY TUNED AND IDENTED RWY 9L ILS, NOT RWY 9R. UPON LNDG WE CALLED PHL AND TOLD THEM WHAT HAD HAPPENED. THIS COULD HAVE BEEN AVOIDED BY NOT BRIEFING THE APCH UNTIL WE WERE ON RADAR VECTORS, THEN SETTING THE NAVS AS I BRIEFED, OR BY XCHKING THE APCH PLATE TO MAKE SURE THE RIGHT ONE WAS BEING USED TO SET THE NAVS. ANOTHER FACTOR INVOLVED -- WE HAD BEEN USING COMMERCIAL CHARTS FOR THE LAST 6 YRS. UPON CONTRACT CHANGE WE ARE NOW FLYING FOR A DIFFERENT COMPANY. THEY REQUIRE USE OF GOV CHARTS. COMMERCIAL (SEPARATED PAGES FOR CHARTS) VERSUS GOV (BOOKS NOT USED TO USING).

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.