Narrative:

WX in the nyc area was clear below a 7000' ceiling with visibility at least 15 mi. However, cold front had passed through the area earlier and I experienced moderate turbulence on the descent from the sax VORTAC. The turbulence was as bad as any I had experienced. I even hit my head on the aircraft ceiling before having the change to really tighten my seat belt and shoulder harness. Ny approach cleared me for the visibility approach to teb's runway 24 when I was about 20 mi northwest of the airport. After handoff to teb's local controller, tower cleared me to fly overhead the airport and enter the left downwind to runway 24. Since I was nicely established on a 4 mi right base for the runway. I requested a right base entry. Tower approved this and cleared me to land on runway 24. Once on a 2.5 NM final, the turbulence intensified so that I had airspeed changes of +/-20 KTS. There was a right crosswind and I fought the aircraft all the way down to a smooth landing on the runway centerline. After taking a few deep breaths I looked up and noticed that my dg read 19! I was so distracted with the turbulence that I landed on runway 19, not 24. The tower controller politely cleared me to the ramp using 'all runways' and never mentioned my mistake. I simply read back her clearance and taxied back ot the ramp shaking my head. In general, my prelndg check includes a look at the dg. On this particular flight, I was concentrating so hard on flying the aircraft I forgot parts of the prelndg check. I also left the boost pumps in the 'off' position. Since I was the only aircraft in the air traffic area (including the airport surface) my mistake was nothing more than an embarrassment. At night it is much easier to fly west/O seeing details like the runway markings.

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Original NASA ASRS Text

Title: VISUAL APCH TO TEB AT NIGHT, EXTREME TURBULENCE. FLT CREW LANDED ON RWY 19 WHEN CLEARED TO LAND RWY 24.

Narrative: WX IN THE NYC AREA WAS CLR BELOW A 7000' CEILING WITH VISIBILITY AT LEAST 15 MI. HOWEVER, COLD FRONT HAD PASSED THROUGH THE AREA EARLIER AND I EXPERIENCED MODERATE TURB ON THE DSNT FROM THE SAX VORTAC. THE TURB WAS AS BAD AS ANY I HAD EXPERIENCED. I EVEN HIT MY HEAD ON THE ACFT CEILING BEFORE HAVING THE CHANGE TO REALLY TIGHTEN MY SEAT BELT AND SHOULDER HARNESS. NY APCH CLRED ME FOR THE VIS APCH TO TEB'S RWY 24 WHEN I WAS ABOUT 20 MI NW OF THE ARPT. AFTER HDOF TO TEB'S LCL CTLR, TWR CLRED ME TO FLY OVERHEAD THE ARPT AND ENTER THE LEFT DOWNWIND TO RWY 24. SINCE I WAS NICELY ESTABLISHED ON A 4 MI RIGHT BASE FOR THE RWY. I REQUESTED A RIGHT BASE ENTRY. TWR APPROVED THIS AND CLRED ME TO LAND ON RWY 24. ONCE ON A 2.5 NM FINAL, THE TURB INTENSIFIED SO THAT I HAD AIRSPD CHANGES OF +/-20 KTS. THERE WAS A RIGHT XWIND AND I FOUGHT THE ACFT ALL THE WAY DOWN TO A SMOOTH LNDG ON THE RWY CENTERLINE. AFTER TAKING A FEW DEEP BREATHS I LOOKED UP AND NOTICED THAT MY DG READ 19! I WAS SO DISTRACTED WITH THE TURB THAT I LANDED ON RWY 19, NOT 24. THE TWR CTLR POLITELY CLRED ME TO THE RAMP USING 'ALL RWYS' AND NEVER MENTIONED MY MISTAKE. I SIMPLY READ BACK HER CLRNC AND TAXIED BACK OT THE RAMP SHAKING MY HEAD. IN GENERAL, MY PRELNDG CHK INCLUDES A LOOK AT THE DG. ON THIS PARTICULAR FLT, I WAS CONCENTRATING SO HARD ON FLYING THE ACFT I FORGOT PARTS OF THE PRELNDG CHK. I ALSO LEFT THE BOOST PUMPS IN THE 'OFF' POS. SINCE I WAS THE ONLY ACFT IN THE ATA (INCLUDING THE ARPT SURFACE) MY MISTAKE WAS NOTHING MORE THAN AN EMBARRASSMENT. AT NIGHT IT IS MUCH EASIER TO FLY W/O SEEING DETAILS LIKE THE RWY MARKINGS.

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.