Narrative:

We were vectored to final for an ILS approach to runway 17L. In the base turn to final we descended out of IMC conditions to VMC and at 1200 ft AGL we had visual on the airport 4 mi out. Approach cleared us for a visual to runway 17L. Due to a short approach vector we were high and fast when we acquired the field. When we broke out of the clouds we were lined up on a perfect final for runway 17R. I continued to runway 17R and did not correct to the left runway. I was concentrating on flying the aircraft, getting the speed under control and getting down to a normal GS altitude. To complicate matters, the aircraft we were flying was one in which the cockpit confign is very different from all others in the fleet. I was spending too much time trying to figure out if the autoplt and instruments were set up properly for the approach. The autoplt was not locked onto the localizer or GS for runway 17L and at about 1100 ft AGL I disconnected it. The captain had called for landing clearance and was cleared on runway 17L. He then asked me if I wanted the command bars removed from my ADI display and I said yes. By now I was about 1000 ft AGL and realized I was lined up right of runway 17L and going to runway 17R but assumed the captain had received clearance for a runway 17R. There was very little air traffic in the dfw area and no one departing the airport so this is not unusual to be given clearance to land on the inside runway (17R). I assumed the captain disconnected my command bars so I would not steer to the ILS course on runway 17L. Due to the distraction of flying an unfamiliar cockpit and trying to make a safe landing from a high and fast approach. I did not hear the tower clearance to land. We landed on runway 17R. There was no conflict with any other traffic. The tower was aware of us landing on the wrong runway but said it was not a problem and nothing was going to come of it. I should have questioned the captain on the landing clearance especially since I knew there was something odd during the approach. I should not have accepted the short approach in IMC conditions in an unfamiliar cockpit arrangement. I attribute this incident to a lack of crew coordination and poor judgement on my part in assuming the captain is always in control and knows what's going on.

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Original NASA ASRS Text

Title: THE FO OF AN ACR MLG ACFT LANDED ON THE WRONG PARALLEL RWY INADVERTENTLY AS A RESULT OF ARPT DISORIENTATION AFTER BREAKING OUT OF THE LOW OVCST FOR A VISUAL APCH.

Narrative: WE WERE VECTORED TO FINAL FOR AN ILS APCH TO RWY 17L. IN THE BASE TURN TO FINAL WE DSNDED OUT OF IMC CONDITIONS TO VMC AND AT 1200 FT AGL WE HAD VISUAL ON THE ARPT 4 MI OUT. APCH CLRED US FOR A VISUAL TO RWY 17L. DUE TO A SHORT APCH VECTOR WE WERE HIGH AND FAST WHEN WE ACQUIRED THE FIELD. WHEN WE BROKE OUT OF THE CLOUDS WE WERE LINED UP ON A PERFECT FINAL FOR RWY 17R. I CONTINUED TO RWY 17R AND DID NOT CORRECT TO THE L RWY. I WAS CONCENTRATING ON FLYING THE ACFT, GETTING THE SPD UNDER CTL AND GETTING DOWN TO A NORMAL GS ALT. TO COMPLICATE MATTERS, THE ACFT WE WERE FLYING WAS ONE IN WHICH THE COCKPIT CONFIGN IS VERY DIFFERENT FROM ALL OTHERS IN THE FLEET. I WAS SPENDING TOO MUCH TIME TRYING TO FIGURE OUT IF THE AUTOPLT AND INSTS WERE SET UP PROPERLY FOR THE APCH. THE AUTOPLT WAS NOT LOCKED ONTO THE LOC OR GS FOR RWY 17L AND AT ABOUT 1100 FT AGL I DISCONNECTED IT. THE CAPT HAD CALLED FOR LNDG CLRNC AND WAS CLRED ON RWY 17L. HE THEN ASKED ME IF I WANTED THE COMMAND BARS REMOVED FROM MY ADI DISPLAY AND I SAID YES. BY NOW I WAS ABOUT 1000 FT AGL AND REALIZED I WAS LINED UP R OF RWY 17L AND GOING TO RWY 17R BUT ASSUMED THE CAPT HAD RECEIVED CLRNC FOR A RWY 17R. THERE WAS VERY LITTLE AIR TFC IN THE DFW AREA AND NO ONE DEPARTING THE ARPT SO THIS IS NOT UNUSUAL TO BE GIVEN CLRNC TO LAND ON THE INSIDE RWY (17R). I ASSUMED THE CAPT DISCONNECTED MY COMMAND BARS SO I WOULD NOT STEER TO THE ILS COURSE ON RWY 17L. DUE TO THE DISTR OF FLYING AN UNFAMILIAR COCKPIT AND TRYING TO MAKE A SAFE LNDG FROM A HIGH AND FAST APCH. I DID NOT HEAR THE TWR CLRNC TO LAND. WE LANDED ON RWY 17R. THERE WAS NO CONFLICT WITH ANY OTHER TFC. THE TWR WAS AWARE OF US LNDG ON THE WRONG RWY BUT SAID IT WAS NOT A PROB AND NOTHING WAS GOING TO COME OF IT. I SHOULD HAVE QUESTIONED THE CAPT ON THE LNDG CLRNC ESPECIALLY SINCE I KNEW THERE WAS SOMETHING ODD DURING THE APCH. I SHOULD NOT HAVE ACCEPTED THE SHORT APCH IN IMC CONDITIONS IN AN UNFAMILIAR COCKPIT ARRANGEMENT. I ATTRIBUTE THIS INCIDENT TO A LACK OF CREW COORD AND POOR JUDGEMENT ON MY PART IN ASSUMING THE CAPT IS ALWAYS IN CTL AND KNOWS WHAT'S GOING ON.

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.