An air carrier medium large transport crew tuned and flew the wrong ILS. TRACON corrected them.

Attributes
ACN	319596
Time
Date	199510
Day	Sun
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : lax
State Reference	CA
Altitude	msl bound lower : 6000 msl bound upper : 6000
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : lax
Operator	common carrier : air carrier
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 121
Navigation In Use	Other Other
Flight Phase	cruise other descent : approach
Route In Use	arrival other arrival star : star enroute other
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : flight engineer pilot : cfi pilot : atp
Experience	flight time last 90 days : 200 flight time total : 4400 flight time type : 750
ASRS Report	319596
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : flight engineer pilot : atp
Experience	flight time last 90 days : 24 flight time total : 5000 flight time type : 24
ASRS Report	319596
Events
Anomaly	non adherence : clearance non adherence : published procedure non adherence other other anomaly other other spatial deviation
Independent Detector	other controllera
Resolutory Action	flight crew : became reoriented flight crew : returned to intended course or assigned course other
Consequence	faa : reviewed incident with flight crew
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

We were cleared direct mudde and mudde 1 arrival. Outside of mudde, we had to deviate for a buildup and were then cleared to intercept the runway 25R localizer. I tuned and idented what I thought was frequency 111.1. I received a positive identify. The first officer was flying the aircraft on the autoplt but the aircraft was searching back and forth. He was in the expanded mode. I was in the map mode and showed on course. Approach slowed us to 180 KTS which we were in the process of between 'flung' and 'dummp.' at approximately 20 mi out, approach informed us that it appeared that we were lined up on the runway 24L localizer or very right of course for the runway 25R localizer. He then vectored us to resequence on the runway 25R localizer. No interference with any other traffic occurred. We then re- intercepted the localizer. The runways then became visible and we landed. I believe this event was caused by either faulty aircraft equipment and/or due to fatigue. I inadvertently tuned and indented the runway 24L localizer instead of runway 25R. The frequency for runway 24L is 111.7. 111.1 and 111.7 look almost identical when one is tired and the density of approach frequency is high. Also the morse codes could sound very alike. This was the fifth leg of a 6 leg day that began in smf with a wake up call at XB30 am. 3 of these 5 legs were into lax at rush hour. The aircraft computers had been working slowly and inconsistent all day. Many times we had to override manually to help it keep up. This was the first officer's second flight after IOE and he was working very hard to keep up. Approach was very congested and busy. This, combined with the fatigue factor, add up to sits like this happening. It is very easy to fall behind. I feel that I should have double-checked all frequencys and idents and made the first officer hand fly to catch the aircraft up with the situation. Supplemental information from acn 320049: the controller asked if we were going to correct runway.

Original NASA ASRS Text

Title: AN ACR MLG CREW TUNED AND FLEW THE WRONG ILS. TRACON CORRECTED THEM.

Narrative: WE WERE CLRED DIRECT MUDDE AND MUDDE 1 ARR. OUTSIDE OF MUDDE, WE HAD TO DEVIATE FOR A BUILDUP AND WERE THEN CLRED TO INTERCEPT THE RWY 25R LOC. I TUNED AND IDENTED WHAT I THOUGHT WAS FREQ 111.1. I RECEIVED A POSITIVE IDENT. THE FO WAS FLYING THE ACFT ON THE AUTOPLT BUT THE ACFT WAS SEARCHING BACK AND FORTH. HE WAS IN THE EXPANDED MODE. I WAS IN THE MAP MODE AND SHOWED ON COURSE. APCH SLOWED US TO 180 KTS WHICH WE WERE IN THE PROCESS OF BTWN 'FLUNG' AND 'DUMMP.' AT APPROX 20 MI OUT, APCH INFORMED US THAT IT APPEARED THAT WE WERE LINED UP ON THE RWY 24L LOC OR VERY R OF COURSE FOR THE RWY 25R LOC. HE THEN VECTORED US TO RESEQUENCE ON THE RWY 25R LOC. NO INTERFERENCE WITH ANY OTHER TFC OCCURRED. WE THEN RE- INTERCEPTED THE LOC. THE RWYS THEN BECAME VISIBLE AND WE LANDED. I BELIEVE THIS EVENT WAS CAUSED BY EITHER FAULTY ACFT EQUIP AND/OR DUE TO FATIGUE. I INADVERTENTLY TUNED AND INDENTED THE RWY 24L LOC INSTEAD OF RWY 25R. THE FREQ FOR RWY 24L IS 111.7. 111.1 AND 111.7 LOOK ALMOST IDENTICAL WHEN ONE IS TIRED AND THE DENSITY OF APCH FREQ IS HIGH. ALSO THE MORSE CODES COULD SOUND VERY ALIKE. THIS WAS THE FIFTH LEG OF A 6 LEG DAY THAT BEGAN IN SMF WITH A WAKE UP CALL AT XB30 AM. 3 OF THESE 5 LEGS WERE INTO LAX AT RUSH HR. THE ACFT COMPUTERS HAD BEEN WORKING SLOWLY AND INCONSISTENT ALL DAY. MANY TIMES WE HAD TO OVERRIDE MANUALLY TO HELP IT KEEP UP. THIS WAS THE FO'S SECOND FLT AFTER IOE AND HE WAS WORKING VERY HARD TO KEEP UP. APCH WAS VERY CONGESTED AND BUSY. THIS, COMBINED WITH THE FATIGUE FACTOR, ADD UP TO SITS LIKE THIS HAPPENING. IT IS VERY EASY TO FALL BEHIND. I FEEL THAT I SHOULD HAVE DOUBLE-CHKED ALL FREQS AND IDENTS AND MADE THE FO HAND FLY TO CATCH THE ACFT UP WITH THE SIT. SUPPLEMENTAL INFO FROM ACN 320049: THE CTLR ASKED IF WE WERE GOING TO CORRECT RWY.

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.