Narrative:

Prior to departing we checked the atis for kix and programmed the arrival and runway we anticipated; which was the dande B arrival; ILS 6L. During the flight we received the atis information for kix which still indicated the ILS rwy 6L was in use. Inflight we checked and briefed the arrival and approach; cross checking altitudes and courses and waypoints. We were talking to approach control who sounded very garbled and we had to constantly ask him to repeat communications. While on the arrival we were cleared to fly the approach. The arrival intercepted the approach course at a 90 degree angle and I decided to intercept the approach course while on LNAV because it intercepts smoother at such a high intercept angle. The airplane intercepted the approach course and turned to the approach course. Just as I was about to press the app button the approach controller informed us we had intercepted the approach course for rwy 6R. We checked the FMC and saw that the approach entered was the ILS 6R. We started a turn to the left to intercept the approach course for 6L and then the controller told us to just continue on the approach for rwy 6R. We landed with no further issues on rwy 6R. Somehow we had erroneously entered the wrong runway. We had the correct arrival and the correct frequency set for the rwy 6L but the wrong approach programmed into the FMC. We did not notice any discontinuity on the FMC between the correct arrival and the incorrect approach. The aircraft upon reaching the last waypoint on the arrival (berry) then turned correctly to the approach course. When checking the FMC during the briefing I would swear that everything looked correct. But somehow it was not. Complacency would be the natural conclusion to jump to; however the sequence of flights during this duty period were extremely taxing. We were scheduled for three legs. These were two two hour legs bracketing a four hour leg. All the legs took longer than scheduled. We were scheduled for approximately 7 hours and 30 minutes and the middle leg alone was flight planned for 20 minutes more than the schedule. Our total flight time ended up being 7 hours and 51 minutes. Additionally we did not even have the chance to just sit anywhere and close our eyes; even for ten minutes because all our time in ZZZ is used up shuttling back and forth to the terminal and back for immigration. We were both extremely tired for this last leg even though we both made sure to get appropriate sleep prior to this duty period. We did not think we were too fatigued to continue. We did not think our cognitive skills were compromised. However; apparently they were. I will definitely keep this experience in mind from now on and monitor myself for fatigue more closely in the future. This duty period and this sequence of flights is very inducive to fatigue.

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Original NASA ASRS Text

Title: Flight crew loaded and intercepted the RJBB ILS Runway 6R; but were cleared for the ILS Runway 6L. The Tower changed their landing clearance to Runway 6R.

Narrative: Prior to departing we checked the atis for KIX and programmed the arrival and runway we anticipated; which was the DANDE B arrival; ILS 6L. During the flight we received the atis information for KIX which still indicated the ILS rwy 6L was in use. Inflight we checked and briefed the arrival and approach; cross checking altitudes and courses and waypoints. We were talking to approach control who sounded very garbled and we had to constantly ask him to repeat communications. While on the arrival we were cleared to fly the approach. The arrival intercepted the approach course at a 90 degree angle and I decided to intercept the approach course while on LNAV because it intercepts smoother at such a high intercept angle. The airplane intercepted the approach course and turned to the approach course. Just as I was about to press the APP button the approach controller informed us we had intercepted the approach course for rwy 6R. We checked the FMC and saw that the approach entered was the ILS 6R. We started a turn to the left to intercept the approach course for 6L and then the controller told us to just continue on the approach for rwy 6R. We landed with no further issues on rwy 6R. Somehow we had erroneously entered the wrong runway. We had the correct arrival and the correct frequency set for the rwy 6L but the wrong approach programmed into the FMC. We did not notice any discontinuity on the FMC between the correct arrival and the incorrect approach. The aircraft upon reaching the last waypoint on the arrival (BERRY) then turned correctly to the approach course. When checking the FMC during the briefing I would swear that everything looked correct. But somehow it was not. Complacency would be the natural conclusion to jump to; however the sequence of flights during this duty period were extremely taxing. We were scheduled for three legs. These were two two hour legs bracketing a four hour leg. All the legs took longer than scheduled. We were scheduled for approximately 7 hours and 30 minutes and the middle leg alone was flight planned for 20 minutes more than the schedule. Our total flight time ended up being 7 hours and 51 minutes. Additionally we did not even have the chance to just sit anywhere and close our eyes; even for ten minutes because all our time in ZZZ is used up shuttling back and forth to the terminal and back for immigration. We were both extremely tired for this last leg even though we both made sure to get appropriate sleep prior to this duty period. We did not think we were too fatigued to continue. We did not think our cognitive skills were compromised. However; apparently they were. I will definitely keep this experience in mind from now on and monitor myself for fatigue more closely in the future. This duty period and this sequence of flights is very inducive to fatigue.

Data retrieved from NASA's ASRS site 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.