Narrative:

On right downwind at slc, landing runway 16L, we were at 11000 ft MSL, 340 degree heading. We were cleared by slc approach to 8000 ft and turned to 090 degrees. Passing approximately 10000 ft and 050 degrees, we were asked if we had the runway in sight. We did and were cleared for the visual approach, #1 for runway 16L. We were advised of a light twin landing runway 17. Controller advised us he was 'unsure of what she (light twin) was doing,' as she was erratic in her approach. As we turned final at about 8 DME, the controller told us to maintain 8500 ft until we were clear of traffic. The light twin was at 8000 ft and the tower instructed her to turn east to increase separation. We dropped gear and full flaps and slowed to 140 KTS at 8500 ft. We then got a TA on TCASII, followed by an RA and 'monitor vertical speed.' the light twin that had been at our 7 O'clock position had turned under us at 8000 ft, then turned to approximately 140 degree heading and pulled ahead of us at our 10-11 O'clock position and appeared to be climbing, approach told us to make an immediate turn to 270 degrees. We told him we had the traffic in sight and were clear. He then reclred us for the visual approach and switched to tower. Both aircraft landed uneventfully. While we were taxiing, we heard ground control tell her to contact the tower by phone after parking. Supplemental information from acn 399071: I was told to expect a visual approach to runway 17 at slc. Approach vectored me northwest of all 3 approach paths (runway 16L, runway 16R, runway 17) because of an emergency with an F16 northeast of the airport. I was given a heading to intercept the runway 17 localizer and reported the airport in sight. About 6 mi north of the airport, I realized I was lined up for runway 16L. A B757 was on a high right base for runway 16L and was told to stop his descent. I realized my mistake and corrected left to runway 17. I believe unusual factors led to this occurrence. Normally, approach doesn't vector aircraft west of the intended approach path. I was unfamiliar with the area and traffic flow procedures weren't normal that day. Runway 16R was closed for the F16, which led the controllers to repos the B757 onto runway 16L. There were separate tower frequencys, so I wasn't aware of traffic for runway 16L. Even though it was VFR, flying the ILS approach would help prevent a situation like this from occurring in the future.

Google
 

Original NASA ASRS Text

Title: A B757-232 ACFT HAD TO TAKE EVASIVE ACTION WHEN ON APCH DUE TO C425 LINED UP ON WRONG RWY.

Narrative: ON R DOWNWIND AT SLC, LNDG RWY 16L, WE WERE AT 11000 FT MSL, 340 DEG HDG. WE WERE CLRED BY SLC APCH TO 8000 FT AND TURNED TO 090 DEGS. PASSING APPROX 10000 FT AND 050 DEGS, WE WERE ASKED IF WE HAD THE RWY IN SIGHT. WE DID AND WERE CLRED FOR THE VISUAL APCH, #1 FOR RWY 16L. WE WERE ADVISED OF A LIGHT TWIN LNDG RWY 17. CTLR ADVISED US HE WAS 'UNSURE OF WHAT SHE (LIGHT TWIN) WAS DOING,' AS SHE WAS ERRATIC IN HER APCH. AS WE TURNED FINAL AT ABOUT 8 DME, THE CTLR TOLD US TO MAINTAIN 8500 FT UNTIL WE WERE CLR OF TFC. THE LIGHT TWIN WAS AT 8000 FT AND THE TWR INSTRUCTED HER TO TURN E TO INCREASE SEPARATION. WE DROPPED GEAR AND FULL FLAPS AND SLOWED TO 140 KTS AT 8500 FT. WE THEN GOT A TA ON TCASII, FOLLOWED BY AN RA AND 'MONITOR VERT SPD.' THE LIGHT TWIN THAT HAD BEEN AT OUR 7 O'CLOCK POS HAD TURNED UNDER US AT 8000 FT, THEN TURNED TO APPROX 140 DEG HDG AND PULLED AHEAD OF US AT OUR 10-11 O'CLOCK POS AND APPEARED TO BE CLBING, APCH TOLD US TO MAKE AN IMMEDIATE TURN TO 270 DEGS. WE TOLD HIM WE HAD THE TFC IN SIGHT AND WERE CLR. HE THEN RECLRED US FOR THE VISUAL APCH AND SWITCHED TO TWR. BOTH ACFT LANDED UNEVENTFULLY. WHILE WE WERE TAXIING, WE HEARD GND CTL TELL HER TO CONTACT THE TWR BY PHONE AFTER PARKING. SUPPLEMENTAL INFO FROM ACN 399071: I WAS TOLD TO EXPECT A VISUAL APCH TO RWY 17 AT SLC. APCH VECTORED ME NW OF ALL 3 APCH PATHS (RWY 16L, RWY 16R, RWY 17) BECAUSE OF AN EMER WITH AN F16 NE OF THE ARPT. I WAS GIVEN A HDG TO INTERCEPT THE RWY 17 LOC AND RPTED THE ARPT IN SIGHT. ABOUT 6 MI N OF THE ARPT, I REALIZED I WAS LINED UP FOR RWY 16L. A B757 WAS ON A HIGH R BASE FOR RWY 16L AND WAS TOLD TO STOP HIS DSCNT. I REALIZED MY MISTAKE AND CORRECTED L TO RWY 17. I BELIEVE UNUSUAL FACTORS LED TO THIS OCCURRENCE. NORMALLY, APCH DOESN'T VECTOR ACFT W OF THE INTENDED APCH PATH. I WAS UNFAMILIAR WITH THE AREA AND TFC FLOW PROCS WEREN'T NORMAL THAT DAY. RWY 16R WAS CLOSED FOR THE F16, WHICH LED THE CTLRS TO REPOS THE B757 ONTO RWY 16L. THERE WERE SEPARATE TWR FREQS, SO I WASN'T AWARE OF TFC FOR RWY 16L. EVEN THOUGH IT WAS VFR, FLYING THE ILS APCH WOULD HELP PREVENT A SIT LIKE THIS FROM OCCURRING IN THE FUTURE.

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.