Narrative:

The WX at ykm was reported as 800 scattered 1600 overcast 2-1/2 mi fog. We were about 22 DME on the ykm radial 310 when we were cleared for the ykm localizer DME back course B approach. At this time, ATC requested that we fly the approach as fast as practical, so we flew the approach at 210 KTS until we intercepted the back course, and had to configure the plane for landing. I was the PF on this leg (the last of the day), so my first officer briefed the approach and said he would give me a progressive brief as we continued the approach. The entire approach was very rushed, but I felt comfortable with it as this was the fourth time in as many days we had flow this approach. We were about 300 ft above the MDA when we realized that the ykm WX was a lot lower than reported. At about 100 ft above the MDA, we saw the airport, but complacency had caught up with us. We were too high for a normal landing, so elected to circle instead. I commenced a left circling to land. At this time, the airport and surrounding terrain was easy to see and the landing was made uneventfully. It was after engine shut down, when I was putting away my charts did I realize that I had circled to the wrong side of the airport, and a missed approach would have been the appropriate thing to do. This complacency could have been prevented if the company had put some variety into our schedules. I have been flying with the same first officer for 4 months and this was our 426TH approach as a crew -- the 213TH to ykm. This was also the first approach that we had made right to mins at ykm. The WX caught us by surprise as the 2 previous approachs were done to get below the overcast and the runway was in sight at 3-4 mi. This lack of variety in our schedule led us to expect the 'same old thing' and we let complacency creep up on us and catch us off guard.

Related reports:

Google
 

Original NASA ASRS Text

Title: CAPT OF ACR LTT ACFT BELIEVED THAT HE HAD CIRCLED TO LAND FROM A NON PRECISION APCH ON THE WRONG SIDE OF THE ARPT.

Narrative: THE WX AT YKM WAS RPTED AS 800 SCATTERED 1600 OVCST 2-1/2 MI FOG. WE WERE ABOUT 22 DME ON THE YKM RADIAL 310 WHEN WE WERE CLRED FOR THE YKM LOC DME BC B APCH. AT THIS TIME, ATC REQUESTED THAT WE FLY THE APCH AS FAST AS PRACTICAL, SO WE FLEW THE APCH AT 210 KTS UNTIL WE INTERCEPTED THE BC, AND HAD TO CONFIGURE THE PLANE FOR LNDG. I WAS THE PF ON THIS LEG (THE LAST OF THE DAY), SO MY FO BRIEFED THE APCH AND SAID HE WOULD GIVE ME A PROGRESSIVE BRIEF AS WE CONTINUED THE APCH. THE ENTIRE APCH WAS VERY RUSHED, BUT I FELT COMFORTABLE WITH IT AS THIS WAS THE FOURTH TIME IN AS MANY DAYS WE HAD FLOW THIS APCH. WE WERE ABOUT 300 FT ABOVE THE MDA WHEN WE REALIZED THAT THE YKM WX WAS A LOT LOWER THAN RPTED. AT ABOUT 100 FT ABOVE THE MDA, WE SAW THE ARPT, BUT COMPLACENCY HAD CAUGHT UP WITH US. WE WERE TOO HIGH FOR A NORMAL LNDG, SO ELECTED TO CIRCLE INSTEAD. I COMMENCED A L CIRCLING TO LAND. AT THIS TIME, THE ARPT AND SURROUNDING TERRAIN WAS EASY TO SEE AND THE LNDG WAS MADE UNEVENTFULLY. IT WAS AFTER ENG SHUT DOWN, WHEN I WAS PUTTING AWAY MY CHARTS DID I REALIZE THAT I HAD CIRCLED TO THE WRONG SIDE OF THE ARPT, AND A MISSED APCH WOULD HAVE BEEN THE APPROPRIATE THING TO DO. THIS COMPLACENCY COULD HAVE BEEN PREVENTED IF THE COMPANY HAD PUT SOME VARIETY INTO OUR SCHEDULES. I HAVE BEEN FLYING WITH THE SAME FO FOR 4 MONTHS AND THIS WAS OUR 426TH APCH AS A CREW -- THE 213TH TO YKM. THIS WAS ALSO THE FIRST APCH THAT WE HAD MADE RIGHT TO MINS AT YKM. THE WX CAUGHT US BY SURPRISE AS THE 2 PREVIOUS APCHS WERE DONE TO GET BELOW THE OVCST AND THE RWY WAS IN SIGHT AT 3-4 MI. THIS LACK OF VARIETY IN OUR SCHEDULE LED US TO EXPECT THE 'SAME OLD THING' AND WE LET COMPLACENCY CREEP UP ON US AND CATCH US OFF GUARD.

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.