Narrative:

[We] arrived in ord terminal area. [We] briefed ILS 27L and ILS28; with emphasis on 27L due to north arrival; ILS 27L in the box. [We got a] short notice hold at krena due to runway closure. [We] came out of hold direct to ord and given visual 28. I briefed the highlights for 28 (flap setting; turn off; target speed; etc.). ILS runway 27L remained in the box and none of the other three pilots caught the oversight. We then received a descending series of left turn vectors from approach control who eventually asked if we had the runway in sight? Turning into the sun with visibility reduced by haze; I could not see the airport but the first officer reported the runway in sight. I armed the localizer and assumed we would intercept the final course. Four things happened in very rapid succession. 1. Runway 28 came into view with suitable forward visibility. 2. I stated; 'why didn't the localizer capture?' 3. The tower controller asked us to check our runway. 4. We received a TCAS RA with an aircraft on final to 27L. I immediately turned off autopilot; continued left turn and with minor adjustments; rolled out on 28 final. After landing I spoke to ATC who advised 'no harm no foul' and thanked me for the call.I had not received my usual amount of rest prior to this flight; nor was I able to get any sleep during my rest break during the flight. I thought I was fine; but in hindsight I was fatigued; due to lack of sleep. In my opinion; fatigue was the main cause of this event. My normal SOP adherence did not occur due to a lack of mental sharpness.

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Original NASA ASRS Text

Title: Distracted by unanticipated holding and suffering from duty time related fatigue the flight crew of a very long range B777 failed to reset their FMS/ILS for their reassigned runway and flew through its extended centerline at ORD. An alert from ATC and a TCAS RA with respect to an aircraft on final to an adjacent parallel runway prevented more serious repercussions.

Narrative: [We] arrived in ORD terminal area. [We] briefed ILS 27L and ILS28; with emphasis on 27L due to North arrival; ILS 27L in the box. [We got a] short notice hold at KRENA due to runway closure. [We] came out of hold direct to ORD and given visual 28. I briefed the highlights for 28 (flap setting; turn off; target speed; etc.). ILS Runway 27L remained in the box and none of the other three pilots caught the oversight. We then received a descending series of left turn vectors from Approach Control who eventually asked if we had the runway in sight? Turning into the sun with visibility reduced by haze; I could not see the airport but the First officer reported the runway in sight. I armed the localizer and assumed we would intercept the final course. Four things happened in very rapid succession. 1. Runway 28 came into view with suitable forward visibility. 2. I stated; 'Why didn't the localizer capture?' 3. The Tower Controller asked us to check our runway. 4. We received a TCAS RA with an aircraft on final to 27L. I immediately turned off autopilot; continued left turn and with minor adjustments; rolled out on 28 final. After landing I spoke to ATC who advised 'no harm no foul' and thanked me for the call.I had not received my usual amount of rest prior to this flight; nor was I able to get any sleep during my rest break during the flight. I thought I was fine; but in hindsight I was fatigued; due to lack of sleep. In my opinion; fatigue was the main cause of this event. My normal SOP adherence did not occur due to a lack of mental sharpness.

Data retrieved from NASA's ASRS site as of July 2013 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.