Narrative:

While on approach to teb we were cleared for the VOR-a approach by new york approach. The inbound course for the approach is 135 degrees. After contacting teb tower, we were instructed to overfly overhead at 1500 ft, then circle to land to runway 19. Upon reaching teb overhead, tower instructed us that we were following a learjet on final, and to report him in sight. We began a descending, left circling maneuver for approach to runway 19. On left downwind, we advised tower we had the learjet in sight, and were instructed to follow it for the visual approach to runway 19. We began our left base at a distance that would assure sufficient separation between the lear and us. On left base, the VASI lights for the runway came into view (red over white) and continued turning and descending for the runway. However, I misidented the runway and mistakenly was lining up for runway 24. At an approximately 1 - 1 1/2 mi final, the tower noticed our mistake, and indicated we appeared to be lined up for runway 24. Since there was no apparent conflict, tower cleared us to land on runway 24, rather than have us go around. This is a relatively new airport for me, and only the second time I have had to shoot that approach. Due to the nighttime environment, a lack of familiarity with that approach, being concerned about following, and maintaining my distance from the proceeding traffic, I overlooked the runway environment itself, and misidented the runway. In order to prevent that situation from recurring, both crew members need to confer with each other about the runway, since it is a non precision maneuver, as well as back it up with the instruments if able (magnetic heading, etc). Additionally, this approach took place at the end of our crew day when fatigue could have been setting in. It is at this time, both crew members need to be especially aware of the other's judgement and decision-making.

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Original NASA ASRS Text

Title: CE-650 LNDG TEB LINES UP FOR WRONG RWY.

Narrative: WHILE ON APCH TO TEB WE WERE CLRED FOR THE VOR-A APCH BY NEW YORK APCH. THE INBOUND COURSE FOR THE APCH IS 135 DEGS. AFTER CONTACTING TEB TWR, WE WERE INSTRUCTED TO OVERFLY OVERHEAD AT 1500 FT, THEN CIRCLE TO LAND TO RWY 19. UPON REACHING TEB OVERHEAD, TWR INSTRUCTED US THAT WE WERE FOLLOWING A LEARJET ON FINAL, AND TO RPT HIM IN SIGHT. WE BEGAN A DSNDING, L CIRCLING MANEUVER FOR APCH TO RWY 19. ON L DOWNWIND, WE ADVISED TWR WE HAD THE LEARJET IN SIGHT, AND WERE INSTRUCTED TO FOLLOW IT FOR THE VISUAL APCH TO RWY 19. WE BEGAN OUR L BASE AT A DISTANCE THAT WOULD ASSURE SUFFICIENT SEPARATION BTWN THE LEAR AND US. ON L BASE, THE VASI LIGHTS FOR THE RWY CAME INTO VIEW (RED OVER WHITE) AND CONTINUED TURNING AND DSNDING FOR THE RWY. HOWEVER, I MISIDENTED THE RWY AND MISTAKENLY WAS LINING UP FOR RWY 24. AT AN APPROX 1 - 1 1/2 MI FINAL, THE TWR NOTICED OUR MISTAKE, AND INDICATED WE APPEARED TO BE LINED UP FOR RWY 24. SINCE THERE WAS NO APPARENT CONFLICT, TWR CLRED US TO LAND ON RWY 24, RATHER THAN HAVE US GO AROUND. THIS IS A RELATIVELY NEW ARPT FOR ME, AND ONLY THE SECOND TIME I HAVE HAD TO SHOOT THAT APCH. DUE TO THE NIGHTTIME ENVIRONMENT, A LACK OF FAMILIARITY WITH THAT APCH, BEING CONCERNED ABOUT FOLLOWING, AND MAINTAINING MY DISTANCE FROM THE PROCEEDING TFC, I OVERLOOKED THE RWY ENVIRONMENT ITSELF, AND MISIDENTED THE RWY. IN ORDER TO PREVENT THAT SIT FROM RECURRING, BOTH CREW MEMBERS NEED TO CONFER WITH EACH OTHER ABOUT THE RWY, SINCE IT IS A NON PRECISION MANEUVER, AS WELL AS BACK IT UP WITH THE INSTS IF ABLE (MAGNETIC HDG, ETC). ADDITIONALLY, THIS APCH TOOK PLACE AT THE END OF OUR CREW DAY WHEN FATIGUE COULD HAVE BEEN SETTING IN. IT IS AT THIS TIME, BOTH CREW MEMBERS NEED TO BE ESPECIALLY AWARE OF THE OTHER'S JUDGEMENT AND DECISION-MAKING.

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.