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A lear 25 flight crew fails to identify the frequency of the ILS for runway 17R and ends up lining up on ILS for runway 17L. Approach controller intervenes and sets them straight.
| Attributes | |
| ACN | 383880 |
| Time | |
| Date | 199710 |
| Day | Fri |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | airport : okc |
| State Reference | OK |
| Altitude | msl bound lower : 3000 msl bound upper : 3000 |
| Environment | |
| Flight Conditions | IMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : okc |
| Operator | other |
| Make Model Name | Learjet 25 |
| Operating Under FAR Part | other : unknown |
| Flight Phase | cruise other descent : approach |
| Route In Use | arrival other enroute : on vectors enroute other |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | government other |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 120 flight time total : 9500 flight time type : 500 |
| ASRS Report | 383880 |
| Person 2 | |
| Affiliation | government other |
| Function | flight crew : first officer |
| Qualification | pilot : atp pilot : instrument pilot : commercial pilot : cfi |
| Experience | flight time last 90 days : 200 flight time total : 11000 flight time type : 100 |
| ASRS Report | 384147 |
| Events | |
| Anomaly | non adherence : clearance non adherence : published procedure other anomaly other other spatial deviation |
| Independent Detector | other controllera |
| Resolutory Action | flight crew : returned to intended course or assigned course other |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
We were on an IFR flight plan from cos to okc. We were on vectors for the ILS to runway 17R. The approach had been briefed and all frequencys had been set for the approach. We received vectors which appeared to carry us through the final approach course and then were told to turn right, intercept the localizer and was cleared for the approach. During the turn to intercept, the course indicator showed that the course was to the left instead of the right. This confused me and I told the sic that something was not right but I turned left to intercept. It was a very small correction because we were almost on the localizer for runway 17L. The approach controller then either asked our position or our heading and said that it looked like we were on final to runway 17L instead of runway 17R. About the same time I looked at the approach plate and realized that we had the one for runway 17L instead of runway 17R. We corrected the frequency and completed the approach to runway 17R. After landing we discussed the incident to try to determine what happened and how to keep it from happening in the future. Since we had planned for and briefed the approach for runway 17R we didn't understand how we ended up with the frequency for runway 17L. This is what I think happened: 1) since the cockpit of a lear 25 is so small our normal SOP is to use only one set of approach plates and charts. This doesn't allow for each pilot to xchk the other. In the future both pilots will have approach plates for the approach being executed. 2) the approach for runway 17R is on the back of the same piece of paper as runway 17L. During the approach brief we were interrupted by ATC and the approach plate was placed on the center console. When I resumed the briefing I looked at the wrong side of the plate and set 110.9 (ILS runway 17L) instead 110.7 (ILS runway 17R). In the future when an approach brief is interrupted I will start the brief over to insure that I still have the correct approach plate.
Original NASA ASRS Text
Title: A LEAR 25 FLC FAILS TO IDENT THE FREQ OF THE ILS FOR RWY 17R AND ENDS UP LINING UP ON ILS FOR RWY 17L. APCH CTLR INTERVENES AND SETS THEM STRAIGHT.
Narrative: WE WERE ON AN IFR FLT PLAN FROM COS TO OKC. WE WERE ON VECTORS FOR THE ILS TO RWY 17R. THE APCH HAD BEEN BRIEFED AND ALL FREQS HAD BEEN SET FOR THE APCH. WE RECEIVED VECTORS WHICH APPEARED TO CARRY US THROUGH THE FINAL APCH COURSE AND THEN WERE TOLD TO TURN R, INTERCEPT THE LOC AND WAS CLRED FOR THE APCH. DURING THE TURN TO INTERCEPT, THE COURSE INDICATOR SHOWED THAT THE COURSE WAS TO THE L INSTEAD OF THE R. THIS CONFUSED ME AND I TOLD THE SIC THAT SOMETHING WAS NOT RIGHT BUT I TURNED L TO INTERCEPT. IT WAS A VERY SMALL CORRECTION BECAUSE WE WERE ALMOST ON THE LOC FOR RWY 17L. THE APCH CTLR THEN EITHER ASKED OUR POS OR OUR HEADING AND SAID THAT IT LOOKED LIKE WE WERE ON FINAL TO RWY 17L INSTEAD OF RWY 17R. ABOUT THE SAME TIME I LOOKED AT THE APCH PLATE AND REALIZED THAT WE HAD THE ONE FOR RWY 17L INSTEAD OF RWY 17R. WE CORRECTED THE FREQ AND COMPLETED THE APCH TO RWY 17R. AFTER LNDG WE DISCUSSED THE INCIDENT TO TRY TO DETERMINE WHAT HAPPENED AND HOW TO KEEP IT FROM HAPPENING IN THE FUTURE. SINCE WE HAD PLANNED FOR AND BRIEFED THE APCH FOR RWY 17R WE DIDN'T UNDERSTAND HOW WE ENDED UP WITH THE FREQ FOR RWY 17L. THIS IS WHAT I THINK HAPPENED: 1) SINCE THE COCKPIT OF A LEAR 25 IS SO SMALL OUR NORMAL SOP IS TO USE ONLY ONE SET OF APCH PLATES AND CHARTS. THIS DOESN'T ALLOW FOR EACH PLT TO XCHK THE OTHER. IN THE FUTURE BOTH PLTS WILL HAVE APCH PLATES FOR THE APCH BEING EXECUTED. 2) THE APCH FOR RWY 17R IS ON THE BACK OF THE SAME PIECE OF PAPER AS RWY 17L. DURING THE APCH BRIEF WE WERE INTERRUPTED BY ATC AND THE APCH PLATE WAS PLACED ON THE CTR CONSOLE. WHEN I RESUMED THE BRIEFING I LOOKED AT THE WRONG SIDE OF THE PLATE AND SET 110.9 (ILS RWY 17L) INSTEAD 110.7 (ILS RWY 17R). IN THE FUTURE WHEN AN APCH BRIEF IS INTERRUPTED I WILL START THE BRIEF OVER TO INSURE THAT I STILL HAVE THE CORRECT APCH PLATE.
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.