Narrative:

I was the ojti (on-the-job training instructor) in this scenario. My trainee has low hours on final radar. We were pairing up two arrivals on the right runway with aircraft X on the left runway. We were in full discussion while this was occurring. Aircraft X was given a 250 heading to intercept the localizer for 28L. My trainee asked if he was established on the localizer; he replied he was received it; trainee asked if he had field in sight; he responded he did; trainee cleared him for visual 28L. He then cleared aircraft Y for the visual to 28R. It wasn't the prettiest operation but it was a learning process for him for pairing. However; as soon as he cleared aircraft Y; I noticed that aircraft X had gone through the localizer and was now at 2200 ft. Which is too low in that area. I gave him a low altitude alert; despite the audible alert not going off; and then asked him if he had the correct airport in sight as lck has parallel runways and is easily confused for cmh. He said he did; I gave him a 300 heading and recleared him for the visual to 28L. He did keep going towards lck so I quickly asked him again and pointed out the difference in direction as well as the fact they both have parallels. He replied he had the wrong airport. I cancelled his approach clearance; climbed him back to 2500 ft.; and turned him to the east. His altitude went all the way up to 3000 ft. But I assumed he was probably jittery. There was no one in the area so I gave him 2500 ft. Again. I turned him northbound; called the field; he had it in sight and then cleared him for the visual approach without further incident. I'm not sure there's much you can do when both airports have been there longer than I've been alive. It's a known issue so must of us look out for pilots mistaking lck for cmh especially coming in from the north side.

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Original NASA ASRS Text

Title: Columbus TRACON Controller reported an aircraft lining up for the wrong runway; having the wrong airport insight; and descending to an unsafe altitude.

Narrative: I was the OJTI (On-the-Job Training Instructor) in this scenario. My trainee has low hours on final radar. We were pairing up two arrivals on the right runway with Aircraft X on the left runway. We were in full discussion while this was occurring. Aircraft X was given a 250 heading to intercept the localizer for 28L. My trainee asked if he was established on the localizer; he replied he was received it; trainee asked if he had field in sight; he responded he did; trainee cleared him for visual 28L. He then cleared Aircraft Y for the visual to 28R. It wasn't the prettiest operation but it was a learning process for him for pairing. However; as soon as he cleared Aircraft Y; I noticed that Aircraft X had gone through the localizer and was now at 2200 ft. which is too low in that area. I gave him a Low Altitude Alert; despite the audible alert not going off; and then asked him if he had the correct airport in sight as LCK has parallel runways and is easily confused for CMH. He said he did; I gave him a 300 heading and recleared him for the visual to 28L. He did keep going towards LCK so I quickly asked him again and pointed out the difference in direction as well as the fact they both have parallels. He replied he had the wrong airport. I cancelled his approach clearance; climbed him back to 2500 ft.; and turned him to the east. His altitude went all the way up to 3000 ft. but I assumed he was probably jittery. There was no one in the area so I gave him 2500 ft. again. I turned him northbound; called the field; he had it in sight and then cleared him for the visual approach without further incident. I'm not sure there's much you can do when both airports have been there longer than I've been alive. It's a known issue so must of us look out for pilots mistaking LCK for CMH especially coming in from the north side.

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.