Narrative:

This flight was IFR from 1g1 to pwk. The routing was changed over central michigan, direct ely V100 deere intersection direct pwk. Arriving at deere intersection we sighted pwk visually 245 degrees and about 13 mi. We turned toward the airport and were told by pwk tower to turn 290 degrees for runway 16 (winds 190 degrees at 9 KTS). About 6 mi northeast of airport, we were at 3000 ft and were asked if we wanted to cancel IFR, which we then did. We were alerted to a single engine cessna, 12 O'clock and 1 mi at 1600 ft, which I had a glimpse of passing under us. Tower cleared us to land #2 behind the cessna, r- hand traffic for runway 24. Previous to this, I lowered the gear, and since we were still at 3000 ft, elected to do a right 360 degree turn, descend to pattern altitude, and set up behind the cessna. 1/2 way through the turn, still about 3-4 mi north of the airport, tower controller changed her mind and told us she would put us ahead of the cessna and cleared us to land #1 for runway 24. Headed southeast toward the airport, about 2 1/2 mi north of the airport and about 200 ft to the left of the centerline for runway 16, tower advised us that since we were pretty well lined up for runway 16 to land on runway 16 and hold short of runway 24. Upon landing and rollout, on what we thought to be runway 16, we noticed a drab yellow X pass under the plane, indicating we were at glenview NAS, which is now closed and owned by the city of glenview, il. I feel this mistake was caused by the tower operator being overtaxed with not only tower operations, but ground operations, as well. Compounding the situation, is the fact that to a pilot unfamiliar airport, pwk and glenview NAS can be confused from the air north of the field. Both airports have very similar runway layouts, and this can also lead to confusion, especially in a high density area such as this. Supplemental information from acn 401451: as we touched down on runway the faded '17' passes under us.

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Original NASA ASRS Text

Title: PA31-310-I ACFT ON APCH TO PWK, FLC BECAME DISORIENTED AND LANDED AT WRONG ARPT, NBU.

Narrative: THIS FLT WAS IFR FROM 1G1 TO PWK. THE ROUTING WAS CHANGED OVER CENTRAL MICHIGAN, DIRECT ELY V100 DEERE INTXN DIRECT PWK. ARRIVING AT DEERE INTXN WE SIGHTED PWK VISUALLY 245 DEGS AND ABOUT 13 MI. WE TURNED TOWARD THE ARPT AND WERE TOLD BY PWK TWR TO TURN 290 DEGS FOR RWY 16 (WINDS 190 DEGS AT 9 KTS). ABOUT 6 MI NE OF ARPT, WE WERE AT 3000 FT AND WERE ASKED IF WE WANTED TO CANCEL IFR, WHICH WE THEN DID. WE WERE ALERTED TO A SINGLE ENG CESSNA, 12 O'CLOCK AND 1 MI AT 1600 FT, WHICH I HAD A GLIMPSE OF PASSING UNDER US. TWR CLRED US TO LAND #2 BEHIND THE CESSNA, R- HAND TFC FOR RWY 24. PREVIOUS TO THIS, I LOWERED THE GEAR, AND SINCE WE WERE STILL AT 3000 FT, ELECTED TO DO A R 360 DEG TURN, DSND TO PATTERN ALT, AND SET UP BEHIND THE CESSNA. 1/2 WAY THROUGH THE TURN, STILL ABOUT 3-4 MI N OF THE ARPT, TWR CTLR CHANGED HER MIND AND TOLD US SHE WOULD PUT US AHEAD OF THE CESSNA AND CLRED US TO LAND #1 FOR RWY 24. HEADED SE TOWARD THE ARPT, ABOUT 2 1/2 MI N OF THE ARPT AND ABOUT 200 FT TO THE L OF THE CTRLINE FOR RWY 16, TWR ADVISED US THAT SINCE WE WERE PRETTY WELL LINED UP FOR RWY 16 TO LAND ON RWY 16 AND HOLD SHORT OF RWY 24. UPON LNDG AND ROLLOUT, ON WHAT WE THOUGHT TO BE RWY 16, WE NOTICED A DRAB YELLOW X PASS UNDER THE PLANE, INDICATING WE WERE AT GLENVIEW NAS, WHICH IS NOW CLOSED AND OWNED BY THE CITY OF GLENVIEW, IL. I FEEL THIS MISTAKE WAS CAUSED BY THE TWR OPERATOR BEING OVERTAXED WITH NOT ONLY TWR OPS, BUT GND OPS, AS WELL. COMPOUNDING THE SIT, IS THE FACT THAT TO A PLT UNFAMILIAR ARPT, PWK AND GLENVIEW NAS CAN BE CONFUSED FROM THE AIR N OF THE FIELD. BOTH ARPTS HAVE VERY SIMILAR RWY LAYOUTS, AND THIS CAN ALSO LEAD TO CONFUSION, ESPECIALLY IN A HIGH DENSITY AREA SUCH AS THIS. SUPPLEMENTAL INFO FROM ACN 401451: AS WE TOUCHED DOWN ON RWY THE FADED '17' PASSES UNDER US.

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.