Narrative:

After passing ducxs on the DUCXS3 arrival ATC cleared flight to heading 050 and down to 3000 ft. The ILS 16 had been set up in FMC and the final approach course (156) was extended off of fibug. The vector positioned the flight directly to fibug with a 100 degree intercept (with 25 kt tail wind) for a landing on runway 16. At approximately 10 miles west of fibug ATC cleared flight to 2100 ft. PF called field in sight and flight was cleared for the visual. Aircraft configured with gear down and flaps 3. PF disengaged ap and entered right descending turn to align with runway 16. Flight descended to as low as 1700 MSL. Pm queried about flight's position in relation to airport which was off to the left. PF crossed checked the nav display and realized that the perceived visual acquisition of the runway was in error. PF initially considered trying to salvage the visual approach by leveling off and turning left towards fibug. The pm called for go around. The visual approach was abandoned. The pm remained assertive and supportive throughout which helped PF regain situational awareness. ATC was advised and cleared flight to 3000 ft; heading 180. The flight was vectored around for an ILS 16. Normal landing. No further event.when initially cleared for the visual approach the nav display indicated that aircraft position would require a tight intercept inside fibug. Consequently; it appeared best to keep a visual on the runway and disengage ap for immediate maneuvering. PF became disoriented after relying on incorrect visual perception of runway environment and aircraft position in relation to airport. The PF's perceived runway environment was in fact an area west of the airport. Utilize threat error management. Maintain barriers to error. When unfamiliar with airport and especially at night follow instrument approach procedures. This will prevent issues associated with visual acquisition and potential error. Use ATC as a resource and follow vectors until positioned outside of FAF and on vectors to intercept final approach course. This will ensure orientation and aircraft position awareness and reduce flight crew task loading. If it appears that ATC vectors may not be a good set up do not request the visual as corrective means. Instead; communicate to ATC with concerns for clarification and correction. Regardless of how clear the weather might be always use the electronic nav displays as the primary reference. Do not rely solely on visual cues; they are subject to misperceptions and incorrect interpretations. When one pilot thinks the runway is in sight seek concurrence with the other pilot. If disoriented and position becomes uncertain; that's in the red; state it so and don't waste time trying to salvage the situation; immediately follow SOP's and go around. Communicate early with other pilot and express your concerns 'I'm in the yellow because...' etc. If at any time during an approach if either PF/pm is in the red; go around.

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Original NASA ASRS Text

Title: A320 series flight crew reported lack of situational awareness on a night visual approach led to track and altitude deviations.

Narrative: After passing DUCXS on the DUCXS3 arrival ATC cleared flight to heading 050 and down to 3000 ft. The ILS 16 had been set up in FMC and the final approach course (156) was extended off of FIBUG. The vector positioned the flight directly to FIBUG with a 100 degree intercept (with 25 kt tail wind) for a landing on Runway 16. At approximately 10 miles west of FIBUG ATC cleared flight to 2100 ft. PF called field in sight and flight was cleared for the visual. Aircraft configured with gear down and flaps 3. PF disengaged AP and entered right descending turn to align with runway 16. Flight descended to as low as 1700 MSL. PM queried about flight's position in relation to airport which was off to the left. PF crossed checked the Nav Display and realized that the perceived visual acquisition of the runway was in error. PF initially considered trying to salvage the visual approach by leveling off and turning left towards FIBUG. The PM called for Go Around. The visual approach was abandoned. The PM remained assertive and supportive throughout which helped PF regain situational awareness. ATC was advised and cleared flight to 3000 ft; heading 180. The flight was vectored around for an ILS 16. Normal landing. No further event.When initially cleared for the visual approach the Nav Display indicated that aircraft position would require a tight intercept inside FIBUG. Consequently; it appeared best to keep a visual on the runway and disengage AP for immediate maneuvering. PF became disoriented after relying on incorrect visual perception of runway environment and aircraft position in relation to airport. The PF's perceived runway environment was in fact an area west of the airport. Utilize Threat Error Management. Maintain barriers to error. When unfamiliar with airport and especially at night follow instrument approach procedures. This will prevent issues associated with visual acquisition and potential error. Use ATC as a resource and follow vectors until positioned outside of FAF and on vectors to intercept final approach course. This will ensure orientation and aircraft position awareness and reduce Flight Crew task loading. If it appears that ATC vectors may not be a good set up do not request the visual as corrective means. Instead; communicate to ATC with concerns for clarification and correction. Regardless of how clear the weather might be always use the electronic Nav Displays as the primary reference. Do not rely solely on visual cues; they are subject to misperceptions and incorrect interpretations. When one pilot thinks the runway is in sight seek concurrence with the other pilot. If disoriented and position becomes uncertain; that's in the RED; state it so and don't waste time trying to salvage the situation; immediately follow SOP's and go around. Communicate early with other pilot and express your concerns 'I'm in the yellow because...' etc. If at any time during an approach if either PF/PM is In the Red; go around.

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.