Narrative:

Vectored to and cleared for approach 24R at day. Wrong ILS dialed in (24L). Tower advised after lining up that we were blown through localizer and were left of course. We were slightly left of ILS dialed in (1/4 DOT) and stated we were correcting. At 2000' MSL we began to break out and could see a runway dead ahead. Tower again advised we were left of course and issued missed approach instructions. By this time we had 24R in sight and called it in sight. Tower reissued clearance to land 24R and we landed on correct runway 24R. Captain flying first officer, PNF. On descent, after ATIS was obtained, I received and took notes on correct ILS, 24R. Our company only provides 1 set of charts per airplane. During this time holding instructions were given and then cancelled leaving us very high due to expected holding altitude. One inboard reverser was inoperative, which caused further distrs trying to work out the altitude changes. During this time the descent check was performed. Upon item 'approach briefing,' the captain stated 24R frequency 110.3, G/south altitude 2500', dead heading, etc. I looked at my notes and saw the correct frequency of 111.9, and thought I had the wrong plate reviewed. Events were very busy and I mistook the brief by the captain as factual and scrambled to pull out the other plate with 110.3. I did not challenge the captain brief and assumed it correct west/O verifying its correctness, even though the captain had not physically looked at the plate. Problem: complacency going into same airport every night. 24R had only opened a short time ago and the wrong frequency for 24L had been used exclusively for the last 6 months. 1 plate between crews offers less opportunity to x-chk each other for correct approach. If one plate used each pilot must physically review the one plate. Failure to challenge the wrong frequency on approach brief.

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Original NASA ASRS Text

Title: ACR HVT WRONG RWY APCH AT NIGHT IMC.

Narrative: VECTORED TO AND CLRED FOR APCH 24R AT DAY. WRONG ILS DIALED IN (24L). TWR ADVISED AFTER LINING UP THAT WE WERE BLOWN THROUGH LOC AND WERE LEFT OF COURSE. WE WERE SLIGHTLY LEFT OF ILS DIALED IN (1/4 DOT) AND STATED WE WERE CORRECTING. AT 2000' MSL WE BEGAN TO BREAK OUT AND COULD SEE A RWY DEAD AHEAD. TWR AGAIN ADVISED WE WERE LEFT OF COURSE AND ISSUED MISSED APCH INSTRUCTIONS. BY THIS TIME WE HAD 24R IN SIGHT AND CALLED IT IN SIGHT. TWR REISSUED CLRNC TO LAND 24R AND WE LANDED ON CORRECT RWY 24R. CAPT FLYING F/O, PNF. ON DSCNT, AFTER ATIS WAS OBTAINED, I RECEIVED AND TOOK NOTES ON CORRECT ILS, 24R. OUR COMPANY ONLY PROVIDES 1 SET OF CHARTS PER AIRPLANE. DURING THIS TIME HOLDING INSTRUCTIONS WERE GIVEN AND THEN CANCELLED LEAVING US VERY HIGH DUE TO EXPECTED HOLDING ALT. ONE INBOARD REVERSER WAS INOP, WHICH CAUSED FURTHER DISTRS TRYING TO WORK OUT THE ALT CHANGES. DURING THIS TIME THE DSCNT CHK WAS PERFORMED. UPON ITEM 'APCH BRIEFING,' THE CAPT STATED 24R FREQ 110.3, G/S ALT 2500', DEAD HEADING, ETC. I LOOKED AT MY NOTES AND SAW THE CORRECT FREQ OF 111.9, AND THOUGHT I HAD THE WRONG PLATE REVIEWED. EVENTS WERE VERY BUSY AND I MISTOOK THE BRIEF BY THE CAPT AS FACTUAL AND SCRAMBLED TO PULL OUT THE OTHER PLATE WITH 110.3. I DID NOT CHALLENGE THE CAPT BRIEF AND ASSUMED IT CORRECT W/O VERIFYING ITS CORRECTNESS, EVEN THOUGH THE CAPT HAD NOT PHYSICALLY LOOKED AT THE PLATE. PROB: COMPLACENCY GOING INTO SAME ARPT EVERY NIGHT. 24R HAD ONLY OPENED A SHORT TIME AGO AND THE WRONG FREQ FOR 24L HAD BEEN USED EXCLUSIVELY FOR THE LAST 6 MONTHS. 1 PLATE BTWN CREWS OFFERS LESS OPPORTUNITY TO X-CHK EACH OTHER FOR CORRECT APCH. IF ONE PLATE USED EACH PLT MUST PHYSICALLY REVIEW THE ONE PLATE. FAILURE TO CHALLENGE THE WRONG FREQ ON APCH BRIEF.

Data retrieved from NASA's ASRS site as of August 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.