Narrative:

This incident occurred during a DVFR flight plan from freeport, bahamas to ft lauderdale executive airport. Having made contact with fll, I was given a transponder code and told to contact executive tower. Contact with executive tower was made 13 mi east. The tower clearance was straight for runway 26. A blimp which was operating on the coast was in direct line for executive airport. A deviation to the north from the course was made, thus southwest course to the executive airport was being followed. Shortly after executive tower made contact: 'is that you on right base eaw?' 'affirmative eaw, eaw cleared to land runway 26.' 'roger, cleared to land eaw. Do you have traffic on short final--on very short final?!' this also being the case at pmp, I turned onto final and immediately realized that an error was made. Since the traffic ahead was now making a go around and the amount of radio traffic at the time, safety first in mind, I decided to continue with the error and landed on runway 28 at pmp. On rollout I advised tower of the error and requested a takeoff clearance for executive airport. Takeoff clearance was given and when airborne contacted executive tower and was issued instruction to fly midfield and join right downwind for runway 26. When reported midfield, was instructed to join left downwind for runway 26. When on base leg, landing clearance was given and a landing was made on runway 26 at executive airport. Identical traffic conditions at both airports, being unfamiliar with the 2 airports and the 4 mi distance between them were the contributing factors in this incident.

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Original NASA ASRS Text

Title: SMT INBOUND FROM BAHAMAS LANDS WRONG ARPT WITHOUT CLRNC.

Narrative: THIS INCIDENT OCCURRED DURING A DVFR FLT PLAN FROM FREEPORT, BAHAMAS TO FT LAUDERDALE EXECUTIVE ARPT. HAVING MADE CONTACT WITH FLL, I WAS GIVEN A XPONDER CODE AND TOLD TO CONTACT EXECUTIVE TWR. CONTACT WITH EXECUTIVE TWR WAS MADE 13 MI E. THE TWR CLRNC WAS STRAIGHT FOR RWY 26. A BLIMP WHICH WAS OPERATING ON THE COAST WAS IN DIRECT LINE FOR EXECUTIVE ARPT. A DEVIATION TO THE N FROM THE COURSE WAS MADE, THUS SW COURSE TO THE EXECUTIVE ARPT WAS BEING FOLLOWED. SHORTLY AFTER EXECUTIVE TWR MADE CONTACT: 'IS THAT YOU ON RIGHT BASE EAW?' 'AFFIRMATIVE EAW, EAW CLRED TO LAND RWY 26.' 'ROGER, CLRED TO LAND EAW. DO YOU HAVE TFC ON SHORT FINAL--ON VERY SHORT FINAL?!' THIS ALSO BEING THE CASE AT PMP, I TURNED ONTO FINAL AND IMMEDIATELY REALIZED THAT AN ERROR WAS MADE. SINCE THE TFC AHEAD WAS NOW MAKING A GAR AND THE AMOUNT OF RADIO TFC AT THE TIME, SAFETY FIRST IN MIND, I DECIDED TO CONTINUE WITH THE ERROR AND LANDED ON RWY 28 AT PMP. ON ROLLOUT I ADVISED TWR OF THE ERROR AND REQUESTED A TKOF CLRNC FOR EXECUTIVE ARPT. TKOF CLRNC WAS GIVEN AND WHEN AIRBORNE CONTACTED EXECUTIVE TWR AND WAS ISSUED INSTRUCTION TO FLY MIDFIELD AND JOIN RIGHT DOWNWIND FOR RWY 26. WHEN RPTED MIDFIELD, WAS INSTRUCTED TO JOIN LEFT DOWNWIND FOR RWY 26. WHEN ON BASE LEG, LNDG CLRNC WAS GIVEN AND A LNDG WAS MADE ON RWY 26 AT EXECUTIVE ARPT. IDENTICAL TFC CONDITIONS AT BOTH ARPTS, BEING UNFAMILIAR WITH THE 2 ARPTS AND THE 4 MI DISTANCE BTWN THEM WERE THE CONTRIBUTING FACTORS IN THIS INCIDENT.

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