Narrative:

This is to alert controllers and pilots of potential heavy cockpit workloads that can occur during VMC conditions. Flight was an IOE for a new first officer den-oma. First officer was making exceptional progress and WX was VMC at oma. First officer about 20 mi out of oma was looking at wrong airport and began to maneuver aircraft toward wahoo airport for visibility toward beacon. I pointed out oma airport and first officer maneuver for visibility to runway 14. First officer had difficulty picking out airport and got high on approach and overshot localizer. I was slow to change to tower frequency because I overseeing aircraft control. Approach control advised to change to tower and I called at about 500' and was advised an small transport was on short final to 17 and be ready for a go around. At about 200' a go around was ordered by tower. The first officer executed a perfect go around. Runway heading and 3000' were assigned. We were cleared to land on runway 14 with a left turn in. I selected runway 14 ILS in the FMC and we were discussing using the missed approach procedure for the visibility turn on to final approach. As we turned to an intercept heading on base leg the lights for runway 17 became visible and the first officer asked if that was the runway and I agreed. At about 700' I glanced again at the missed approach procedure and although we were visually aligned with the landing runway, the missed approach picture did not agree. I called for a right turn to align with runway 14 just as oma tower noticed our alignment with 17 and gave us the choice of 17 or 14. We landed runway 17. Approach and tower were very helpful in preventing further problems for us with an almost too heavy cockpit workload. We broke no regulations, but the potential was very close.

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Original NASA ASRS Text

Title: VISUAL APCH, CAPT GIVING FO IOE. FO FLYING. INSTRUCTED GO AROUND ACCOUNT ACFT ON RWY. WORKLOAD IN COCKPIT HIGH. ALIGNED WITH WRONG RWY.

Narrative: THIS IS TO ALERT CTLRS AND PLTS OF POTENTIAL HEAVY COCKPIT WORKLOADS THAT CAN OCCUR DURING VMC CONDITIONS. FLT WAS AN IOE FOR A NEW F/O DEN-OMA. F/O WAS MAKING EXCEPTIONAL PROGRESS AND WX WAS VMC AT OMA. F/O ABOUT 20 MI OUT OF OMA WAS LOOKING AT WRONG ARPT AND BEGAN TO MANEUVER ACFT TOWARD WAHOO ARPT FOR VIS TOWARD BEACON. I POINTED OUT OMA ARPT AND F/O MANEUVER FOR VIS TO RWY 14. F/O HAD DIFFICULTY PICKING OUT ARPT AND GOT HIGH ON APCH AND OVERSHOT LOC. I WAS SLOW TO CHANGE TO TWR FREQ BECAUSE I OVERSEEING ACFT CTL. APCH CTL ADVISED TO CHANGE TO TWR AND I CALLED AT ABOUT 500' AND WAS ADVISED AN SMT WAS ON SHORT FINAL TO 17 AND BE READY FOR A GAR. AT ABOUT 200' A GAR WAS ORDERED BY TWR. THE F/O EXECUTED A PERFECT GAR. RWY HDG AND 3000' WERE ASSIGNED. WE WERE CLRED TO LAND ON RWY 14 WITH A LEFT TURN IN. I SELECTED RWY 14 ILS IN THE FMC AND WE WERE DISCUSSING USING THE MISSED APCH PROC FOR THE VIS TURN ON TO FINAL APCH. AS WE TURNED TO AN INTERCEPT HDG ON BASE LEG THE LIGHTS FOR RWY 17 BECAME VISIBLE AND THE F/O ASKED IF THAT WAS THE RWY AND I AGREED. AT ABOUT 700' I GLANCED AGAIN AT THE MISSED APCH PROC AND ALTHOUGH WE WERE VISUALLY ALIGNED WITH THE LNDG RWY, THE MISSED APCH PICTURE DID NOT AGREE. I CALLED FOR A RIGHT TURN TO ALIGN WITH RWY 14 JUST AS OMA TWR NOTICED OUR ALIGNMENT WITH 17 AND GAVE US THE CHOICE OF 17 OR 14. WE LANDED RWY 17. APCH AND TWR WERE VERY HELPFUL IN PREVENTING FURTHER PROBS FOR US WITH AN ALMOST TOO HEAVY COCKPIT WORKLOAD. WE BROKE NO REGS, BUT THE POTENTIAL WAS VERY CLOSE.

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.