Narrative:

Both captain and first officer were called out of reserve and assigned a 2-LEG trip, scheduled to leave domicile at XA00. During preflight paperwork, 2 revelations surfaced: both of us admitted to obtaining minimal sleep prior to the assignment, and this was to be the first officer's first leg out of IOE since his upgrade from engineer. First leg was uneventful. After a 2 hour layover, we departed for anc, ak, with a scheduled block time of 6 hours 20 mins. The first officer was flying the second leg, and as we approached anc for a visual approach, I set up the ILS to runway 6R in the FMC as a backup, tuned the ILS receiver, and idented the approach. Crossing the final inbound, I switched to tower frequency and made the initial call. Out of habit, as I called final for runway 6R, I looked down at my display, and saw that I had entered runway 6L into the box by mistake. It took only seconds to reload the proper approach, but I wondered why the box hadn't indicated that there was an 'ILS frequency error' message. Looking at the chart, it seems that I had also turned my commercial chart to the incorrect (runway 6L) approach plate, tuned that frequency, and idented it by mistake. Unfortunately, the approach ends of the parallel runways are staggered, and my first officer now found himself very high on his first approach. Through the use of spoilers on final, we were able to get the aircraft back into the proper slot, configured and stable, prior to landing. But at best, it was sloppy flying. The event was entirely my fault, and I cannot help but feel that fatigue was the overriding factor. On the initial callout, it hadn't seemed like much of a big deal. But at 11+ hours after our report time, it was certainly a concern. Thank goodness the WX was clear and the strong xwinds were blowing our vortex (since we were well above the GS that normal people use) out of harms way. Can't be too careful when fatigue is in the cockpit.

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Original NASA ASRS Text

Title: A B767 CREW ON A VISUAL APCH TO PANC TUNED IN THE WRONG ILS AS A BACK-UP. USING THE WRONG GS AS A REF CAUSED A HIGHER THAN NORMAL APCH SLOT.

Narrative: BOTH CAPT AND FO WERE CALLED OUT OF RESERVE AND ASSIGNED A 2-LEG TRIP, SCHEDULED TO LEAVE DOMICILE AT XA00. DURING PREFLT PAPERWORK, 2 REVELATIONS SURFACED: BOTH OF US ADMITTED TO OBTAINING MINIMAL SLEEP PRIOR TO THE ASSIGNMENT, AND THIS WAS TO BE THE FO'S FIRST LEG OUT OF IOE SINCE HIS UPGRADE FROM ENGINEER. FIRST LEG WAS UNEVENTFUL. AFTER A 2 HR LAYOVER, WE DEPARTED FOR ANC, AK, WITH A SCHEDULED BLOCK TIME OF 6 HRS 20 MINS. THE FO WAS FLYING THE SECOND LEG, AND AS WE APCHED ANC FOR A VISUAL APCH, I SET UP THE ILS TO RWY 6R IN THE FMC AS A BACKUP, TUNED THE ILS RECEIVER, AND IDENTED THE APCH. XING THE FINAL INBOUND, I SWITCHED TO TWR FREQ AND MADE THE INITIAL CALL. OUT OF HABIT, AS I CALLED FINAL FOR RWY 6R, I LOOKED DOWN AT MY DISPLAY, AND SAW THAT I HAD ENTERED RWY 6L INTO THE BOX BY MISTAKE. IT TOOK ONLY SECONDS TO RELOAD THE PROPER APCH, BUT I WONDERED WHY THE BOX HADN'T INDICATED THAT THERE WAS AN 'ILS FREQ ERROR' MESSAGE. LOOKING AT THE CHART, IT SEEMS THAT I HAD ALSO TURNED MY COMMERCIAL CHART TO THE INCORRECT (RWY 6L) APCH PLATE, TUNED THAT FREQ, AND IDENTED IT BY MISTAKE. UNFORTUNATELY, THE APCH ENDS OF THE PARALLEL RWYS ARE STAGGERED, AND MY FO NOW FOUND HIMSELF VERY HIGH ON HIS FIRST APCH. THROUGH THE USE OF SPOILERS ON FINAL, WE WERE ABLE TO GET THE ACFT BACK INTO THE PROPER SLOT, CONFIGURED AND STABLE, PRIOR TO LNDG. BUT AT BEST, IT WAS SLOPPY FLYING. THE EVENT WAS ENTIRELY MY FAULT, AND I CANNOT HELP BUT FEEL THAT FATIGUE WAS THE OVERRIDING FACTOR. ON THE INITIAL CALLOUT, IT HADN'T SEEMED LIKE MUCH OF A BIG DEAL. BUT AT 11+ HRS AFTER OUR RPT TIME, IT WAS CERTAINLY A CONCERN. THANK GOODNESS THE WX WAS CLR AND THE STRONG XWINDS WERE BLOWING OUR VORTEX (SINCE WE WERE WELL ABOVE THE GS THAT NORMAL PEOPLE USE) OUT OF HARMS WAY. CAN'T BE TOO CAREFUL WHEN FATIGUE IS IN THE COCKPIT.

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.