An H25A crew, assigned a lagoon visual at tjsj, overshot final, spawning a query from ATC.

Attributes
ACN	541933
Time
Date	200203
Day	Sun
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : tjsj.airport
State Reference	PR
Altitude	msl single value : 3000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : jax.tower
Operator	general aviation : corporate
Make Model Name	HS 125 Series 1-600
Operating Under FAR Part	Part 91
Navigation In Use	ils localizer & glide slope : 10 other
Flight Phase	descent : approach
Route In Use	approach : traffic pattern approach : instrument precision approach : charted visual approach : visual
Flight Plan	IFR
Aircraft 2
Operator	common carrier : air carrier
Make Model Name	Airbus Industrie Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Navigation In Use	other
Flight Phase	descent : approach
Route In Use	approach : visual approach : instrument precision approach : traffic pattern
Flight Plan	IFR
Person 1
Affiliation	company : corporate
Function	flight crew : captain oversight : pic
Qualification	pilot : atp pilot : cfi
Experience	flight time last 90 days : 75 flight time total : 4400 flight time type : 500
ASRS Report	541933
Person 2
Affiliation	company : corporate
Function	flight crew : first officer
Events
Anomaly	non adherence : clearance non adherence : published procedure other anomaly other other spatial deviation
Independent Detector	other controllera
Resolutory Action	controller : issued alert flight crew : returned to intended or assigned course
Consequence	faa : reviewed incident with flight crew
Supplementary
Problem Areas	Environmental Factor Flight Crew Human Performance ATC Human Performance Airport
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

While en route from st thomas to san juan, we were being vectored for the ILS runway 10 approach. While on right downwind for runway 10, we were switched to the lagoon visual for runway 8. We pulled that chart out which is basically an ILS for runway 10, with a sidestep to runway 8. The procedure tells you to remain on or north of the runway 10 final approach course due to simultaneous visual approachs to runway 10. After the approach switch, were informed of airbus traffic that was on final that we were to follow in. When I saw the traffic, the controller told us to follow the traffic, and cleared us for the lagoon visual approach. While on base leg, I extended it to keep 5 mi separation from the airbus. The procedure allows for this because it says to remain on or north of the localizer. I made my turn onto final left of the localizer, the reason I overshot it was to keep my distance from the airbus. As I was correcting to the right back on the localizer, the controller called me and said that I was lined up for the wrong airport. If you look at the procedure, it tells you that fernando luis ribas airport can be mistaken for san juan. We were correcting to get back on the localizer, when this happened. We saw san juan airport, but the controller thought that we were lined up for fernando luis airport. After we landed we were told to call the tower, and we explained what we did. If the procedure calls for you to be north of the final approach course, then they have to expect this is going to happen. Contributing factors were a language problem with the approach controller. When switching our approach we couldn't understand him too well, which led to a last min brief on the approach. Also, I think they need to give a maximum distance that you can be north of the final approach course. We were told that this is a common occurrence at this airport.

Original NASA ASRS Text

Title: AN H25A CREW, ASSIGNED A LAGOON VISUAL AT TJSJ, OVERSHOT FINAL, SPAWNING A QUERY FROM ATC.

Narrative: WHILE ENRTE FROM ST THOMAS TO SAN JUAN, WE WERE BEING VECTORED FOR THE ILS RWY 10 APCH. WHILE ON R DOWNWIND FOR RWY 10, WE WERE SWITCHED TO THE LAGOON VISUAL FOR RWY 8. WE PULLED THAT CHART OUT WHICH IS BASICALLY AN ILS FOR RWY 10, WITH A SIDESTEP TO RWY 8. THE PROC TELLS YOU TO REMAIN ON OR N OF THE RWY 10 FINAL APCH COURSE DUE TO SIMULTANEOUS VISUAL APCHS TO RWY 10. AFTER THE APCH SWITCH, WERE INFORMED OF AIRBUS TFC THAT WAS ON FINAL THAT WE WERE TO FOLLOW IN. WHEN I SAW THE TFC, THE CTLR TOLD US TO FOLLOW THE TFC, AND CLRED US FOR THE LAGOON VISUAL APCH. WHILE ON BASE LEG, I EXTENDED IT TO KEEP 5 MI SEPARATION FROM THE AIRBUS. THE PROC ALLOWS FOR THIS BECAUSE IT SAYS TO REMAIN ON OR N OF THE LOC. I MADE MY TURN ONTO FINAL L OF THE LOC, THE REASON I OVERSHOT IT WAS TO KEEP MY DISTANCE FROM THE AIRBUS. AS I WAS CORRECTING TO THE R BACK ON THE LOC, THE CTLR CALLED ME AND SAID THAT I WAS LINED UP FOR THE WRONG ARPT. IF YOU LOOK AT THE PROC, IT TELLS YOU THAT FERNANDO LUIS RIBAS ARPT CAN BE MISTAKEN FOR SAN JUAN. WE WERE CORRECTING TO GET BACK ON THE LOC, WHEN THIS HAPPENED. WE SAW SAN JUAN ARPT, BUT THE CTLR THOUGHT THAT WE WERE LINED UP FOR FERNANDO LUIS ARPT. AFTER WE LANDED WE WERE TOLD TO CALL THE TWR, AND WE EXPLAINED WHAT WE DID. IF THE PROC CALLS FOR YOU TO BE N OF THE FINAL APCH COURSE, THEN THEY HAVE TO EXPECT THIS IS GOING TO HAPPEN. CONTRIBUTING FACTORS WERE A LANGUAGE PROB WITH THE APCH CTLR. WHEN SWITCHING OUR APCH WE COULDN'T UNDERSTAND HIM TOO WELL, WHICH LED TO A LAST MIN BRIEF ON THE APCH. ALSO, I THINK THEY NEED TO GIVE A MAX DISTANCE THAT YOU CAN BE N OF THE FINAL APCH COURSE. WE WERE TOLD THAT THIS IS A COMMON OCCURRENCE AT THIS ARPT.

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.