Narrative:

While on VFR flight to new bedford, ma, I requested clearance for the ILS runway 5 approach to new bedford regional due to lowering ceilings as we continued en route. I was issued radar vectors to the final approach course and cleared for the approach. During my last response to approach control, I acknowledged approach clearance for the ILS runway 5 approach, circle-to-land on runway 32. I do not recall approach control handing me over to the tower. Once established on the final approach course, I proceeded inbound, descended and landed straight-in on runway 5. I never contacted the tower and had not received clearance to land. I had also landed on the inactive runway 5. Runway 32 was active at the time. After clearing the runway, as I was about to contact ground control, I realized what I had done. I feel that a major contributing factor was my straying from my normal flight procedures. Due to the fact that I allowed myself to be distraction by an uncomfortable passenger, I somehow abandoned procedures that I thought I would never neglect. My normal procedures have me review the heading and altitude of the final approach segment (including downwind heading if circling to land), proper contact with ATC, clearance to land, and several other items. To prevent a recurrence, having and adhering to good operating procedures is essential. Staying focused on the job at hand is another key element. A 'sterile cockpit' and minimizing distrs while approaching to land will also help avoid this type of situation.

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Original NASA ASRS Text

Title: SMA ON PRACTICE ILS APCH LANDS WRONG RWY WITHOUT CLRNC.

Narrative: WHILE ON VFR FLT TO NEW BEDFORD, MA, I REQUESTED CLRNC FOR THE ILS RWY 5 APCH TO NEW BEDFORD REGIONAL DUE TO LOWERING CEILINGS AS WE CONTINUED ENRTE. I WAS ISSUED RADAR VECTORS TO THE FINAL APCH COURSE AND CLRED FOR THE APCH. DURING MY LAST RESPONSE TO APCH CTL, I ACKNOWLEDGED APCH CLRNC FOR THE ILS RWY 5 APCH, CIRCLE-TO-LAND ON RWY 32. I DO NOT RECALL APCH CTL HANDING ME OVER TO THE TWR. ONCE ESTABLISHED ON THE FINAL APCH COURSE, I PROCEEDED INBOUND, DSNDED AND LANDED STRAIGHT-IN ON RWY 5. I Never CONTACTED THE TWR AND HAD NOT RECEIVED CLRNC TO LAND. I HAD ALSO LANDED ON THE INACTIVE RWY 5. RWY 32 WAS ACTIVE AT THE TIME. AFTER CLRING THE RWY, AS I WAS ABOUT TO CONTACT GND CTL, I REALIZED WHAT I HAD DONE. I FEEL THAT A MAJOR CONTRIBUTING FACTOR WAS MY STRAYING FROM MY NORMAL FLT PROCS. DUE TO THE FACT THAT I ALLOWED MYSELF TO BE DISTR BY AN UNCOMFORTABLE PAX, I SOMEHOW ABANDONED PROCS THAT I THOUGHT I WOULD NEVER NEGLECT. MY NORMAL PROCS HAVE ME REVIEW THE HDG AND ALT OF THE FINAL APCH SEGMENT (INCLUDING DOWNWIND HDG IF CIRCLING TO LAND), PROPER CONTACT WITH ATC, CLRNC TO LAND, AND SEVERAL OTHER ITEMS. TO PREVENT A RECURRENCE, HAVING AND ADHERING TO GOOD OPERATING PROCS IS ESSENTIAL. STAYING FOCUSED ON THE JOB AT HAND IS ANOTHER KEY ELEMENT. A 'STERILE COCKPIT' AND MINIMIZING DISTRS WHILE APCHING TO LAND WILL ALSO HELP AVOID THIS TYPE OF SIT.

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.