Narrative:

Over water, turned over to ZMA. Checked in with ATIS. Crew briefing followed for mia ILS runway 27R. Mia advised expect vectors to runway 27R. First officer set #2 navigation to mia localizer 109.1. Descent to 6000 ft and 2000 ft begun. First officer was setting tower frequency 119.3 and stated heading 210 degrees, 2000 ft, cleared ILS runway 27R, contact tower. First officer had not checked in with tower. Captain called 'tower air carrier Y inbound ILS runway 27R.' captain attempted to pick up mia ILS DME 9L for DME backup. #1 navigation returned mia VOR 115.9 for DME reference. Captain observed and called 'localizer alive' at same time first officer did this. Captain returned #1 navigation to mia localizer 109.1 and got immediate off flag. Captain then checked identify. Negative identify. Captain advised ATC flight Y was not receiving localizer, had off flag and negative identify. ATC advised no previous reports of defect, turn right 315 degrees field at 11 O'clock. At this time, flight Y was at 2000 ft IMC (moderate chop, light rain) and requested 1500 ft. Cleared to 1500 ft. Observed runway 27R at 1500 ft approximately 1 1/2-2 mi from runway. Captain reported 'runway in sight.' tower advised 'clear to land.' flight Y landed normally and cleared to south. Tower advised 'contact ground on 121.4.' ground replied 'clear to gate.' captain taxied aircraft toward southeast along parallel taxiway toward direction where mia gate should be located. Captain and first officer then observed airport was fll and not mia. Aircraft was taxied to fll gate. Based on mia ATIS and mia ATC crew was prepared for radar vector approach to mia runway 27R with ILS used as backup. Even though I had planned to tune NDB keyes/248 as backup to GS intercept point, I failed to do so with shortened approach. I also did not note the tower frequency differences fll 119.3 versus mia 118.3. Supplemental information from acn 234219: being radar vectored for the approach, we became complacent and relied on mia ATC to vector us to the approach for miami (our destination) instead of fll. Fll international is just north of miami international. Because of their proximity, we were able to pick up the signal (false or otherwise) for miami's ILS runway 27R. This led us to believe that we were in fact established on the ILS runway 27R for miami prior to losing the localizer signal. It never dawned on us that we were being vectored to fll.

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Original NASA ASRS Text

Title: AN ACR LTT LANDED AT FLL. THEY WERE CLRED TO LAND AT MIA. ZMA AND TRACON VECTORED THEM TO THE WRONG ARPT.

Narrative: OVER WATER, TURNED OVER TO ZMA. CHKED IN WITH ATIS. CREW BRIEFING FOLLOWED FOR MIA ILS RWY 27R. MIA ADVISED EXPECT VECTORS TO RWY 27R. FO SET #2 NAV TO MIA LOC 109.1. DSCNT TO 6000 FT AND 2000 FT BEGUN. FO WAS SETTING TWR FREQ 119.3 AND STATED HDG 210 DEGS, 2000 FT, CLRED ILS RWY 27R, CONTACT TWR. FO HAD NOT CHKED IN WITH TWR. CAPT CALLED 'TWR ACR Y INBOUND ILS RWY 27R.' CAPT ATTEMPTED TO PICK UP MIA ILS DME 9L FOR DME BACKUP. #1 NAV RETURNED MIA VOR 115.9 FOR DME REF. CAPT OBSERVED AND CALLED 'LOC ALIVE' AT SAME TIME FO DID THIS. CAPT RETURNED #1 NAV TO MIA LOC 109.1 AND GOT IMMEDIATE OFF FLAG. CAPT THEN CHKED IDENT. NEGATIVE IDENT. CAPT ADVISED ATC FLT Y WAS NOT RECEIVING LOC, HAD OFF FLAG AND NEGATIVE IDENT. ATC ADVISED NO PREVIOUS RPTS OF DEFECT, TURN R 315 DEGS FIELD AT 11 O'CLOCK. AT THIS TIME, FLT Y WAS AT 2000 FT IMC (MODERATE CHOP, LIGHT RAIN) AND REQUESTED 1500 FT. CLRED TO 1500 FT. OBSERVED RWY 27R AT 1500 FT APPROX 1 1/2-2 MI FROM RWY. CAPT RPTED 'RWY IN SIGHT.' TWR ADVISED 'CLR TO LAND.' FLT Y LANDED NORMALLY AND CLRED TO S. TWR ADVISED 'CONTACT GND ON 121.4.' GND REPLIED 'CLR TO GATE.' CAPT TAXIED ACFT TOWARD SE ALONG PARALLEL TXWY TOWARD DIRECTION WHERE MIA GATE SHOULD BE LOCATED. CAPT AND FO THEN OBSERVED ARPT WAS FLL AND NOT MIA. ACFT WAS TAXIED TO FLL GATE. BASED ON MIA ATIS AND MIA ATC CREW WAS PREPARED FOR RADAR VECTOR APCH TO MIA RWY 27R WITH ILS USED AS BACKUP. EVEN THOUGH I HAD PLANNED TO TUNE NDB KEYES/248 AS BACKUP TO GS INTERCEPT POINT, I FAILED TO DO SO WITH SHORTENED APCH. I ALSO DID NOT NOTE THE TWR FREQ DIFFERENCES FLL 119.3 VERSUS MIA 118.3. SUPPLEMENTAL INFO FROM ACN 234219: BEING RADAR VECTORED FOR THE APCH, WE BECAME COMPLACENT AND RELIED ON MIA ATC TO VECTOR US TO THE APCH FOR MIAMI (OUR DEST) INSTEAD OF FLL. FLL INTL IS JUST N OF MIAMI INTL. BECAUSE OF THEIR PROX, WE WERE ABLE TO PICK UP THE SIGNAL (FALSE OR OTHERWISE) FOR MIAMI'S ILS RWY 27R. THIS LED US TO BELIEVE THAT WE WERE IN FACT ESTABLISHED ON THE ILS RWY 27R FOR MIAMI PRIOR TO LOSING THE LOC SIGNAL. IT NEVER DAWNED ON US THAT WE WERE BEING VECTORED TO FLL.

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.