Narrative:

We departed carrying passengers to key west; fl. Once within range; we were handed off to navy key west TRACON. We started to receive vectors for final approach to runway 27 at eyw (key west airport) while descending down to an assigned altitude of 1;600 ft. We were in an area with extensive cumulonimbus buildups and were given authorization to deviate east while descending. Once clear of a particular area of buildups; we were assigned a heading of 180 for a right base into runway 27. Once below 2;000 ft we saw a runway in the orientation of the intended destination airport and called the field in sight to TRACON. TRACON then cleared us for a visual approach into runway 27 and immediately handed us off to key west tower. I changed to tower frequency and attempted to establish communications; but was unable because of ongoing communications between the tower and another aircraft. After tower finished issuing clearance to the other aircraft; two way communications were established and we were cleared for landing on runway 27 as we turned base to final. The runway alignment appeared to match the intended airport and we continued our final approach and landing. We had the RNAV 27 approach loaded into the FMS but had no raim. During the landing; I was focused on making speed and descent rate callouts and ensuring the aircraft was properly configured for landing. I attempted to verify the landing runway by reading the numbers painted on the runway but was unable to clearly see them because the runway was faded. We continued the landing; touched down; extended spoilers; and deployed the thrust reversers. After this action was taken; we realized we had landed at the wrong airport due to the length and width of the runway. The captain then brought the aircraft to a stop and cleared the runway. We then contacted navy tower on 121.500 and complied with all requests and instructions. I could have had a positive impact on the situation had I acted differently. The runway centerline seemed to line up with our intended destination runway but something didn't feel right. I could have expressed those concerns clearly to the captain or just stated 'go-around' to ensure we were both on the same page and executing the correct approach to the correct airport/runway. I also could have backed up the FMS with DME from the key west VOR but did not have it tuned in. It could have provided additional situational awareness a potentially prevented the issue.

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Original NASA ASRS Text

Title: Business jet flight crew reports landing at NQX Runway 25 while attempting to land at EYW Runway 27.

Narrative: We departed carrying passengers to Key West; FL. Once within range; we were handed off to Navy Key West TRACON. We started to receive vectors for final approach to Runway 27 at EYW (Key West Airport) while descending down to an assigned altitude of 1;600 FT. We were in an area with extensive cumulonimbus buildups and were given authorization to deviate east while descending. Once clear of a particular area of buildups; we were assigned a heading of 180 for a right base into Runway 27. Once below 2;000 FT we saw a runway in the orientation of the intended destination airport and called the field in sight to TRACON. TRACON then cleared us for a visual approach into Runway 27 and immediately handed us off to Key West Tower. I changed to Tower frequency and attempted to establish communications; but was unable because of ongoing communications between the Tower and another aircraft. After Tower finished issuing clearance to the other aircraft; two way communications were established and we were cleared for landing on Runway 27 as we turned base to final. The runway alignment appeared to match the intended airport and we continued our final approach and landing. We had the RNAV 27 approach loaded into the FMS but had no RAIM. During the landing; I was focused on making speed and descent rate callouts and ensuring the aircraft was properly configured for landing. I attempted to verify the landing runway by reading the numbers painted on the runway but was unable to clearly see them because the runway was faded. We continued the landing; touched down; extended spoilers; and deployed the thrust reversers. After this action was taken; we realized we had landed at the wrong airport due to the length and width of the runway. The Captain then brought the aircraft to a stop and cleared the runway. We then contacted Navy Tower on 121.500 and complied with all requests and instructions. I could have had a positive impact on the situation had I acted differently. The runway centerline seemed to line up with our intended destination runway but something didn't feel right. I could have expressed those concerns clearly to the Captain or just stated 'go-around' to ensure we were both on the same page and executing the correct approach to the correct airport/runway. I also could have backed up the FMS with DME from the Key West VOR but did not have it tuned in. It could have provided additional situational awareness a potentially prevented the issue.

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.