Pilot of BE20 lined up with the wrong runway during an ILS approach due to using an outdated chart. ...

Attributes
ACN	414290
Time
Date	199809
Day	Thu
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : ont
State Reference	CA
Altitude	msl bound lower : 500 msl bound upper : 500
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : ont tower : prc
Operator	general aviation : corporate
Make Model Name	Super King Air 200/Huron
Operating Under FAR Part	Part 91
Navigation In Use	Other Other
Flight Phase	descent : approach
Flight Plan	IFR
Aircraft 2
Operator	common carrier : air carrier
Make Model Name	B737 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Flight Phase	climbout : takeoff ground : holding
Flight Plan	IFR
Person 1
Affiliation	Other
Function	flight crew : single pilot
Qualification	pilot : instrument pilot : cfi pilot : commercial
Experience	flight time last 90 days : 30 flight time total : 7000 flight time type : 25
ASRS Report	414290
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	conflict : airborne less severe non adherence : clearance other anomaly other other spatial deviation
Independent Detector	other controllera other flight crewa other other : unspecified
Resolutory Action	flight crew : became reoriented flight crew : returned to intended course or assigned course
Consequence	faa : reviewed incident with flight crew
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Descending into ont on the ziggy 3 arrival, we were given radar vectors for the ILS runway 26L ont. We intercepted the ILS runway 26L localizer and proceeded inbound on the ILS. I was very busy running checklists and doublechking that I had the EFIS set up correctly, as this was my third flight and first ILS in this new airplane. On short final, tower cleared a flight for takeoff on runway 26R. I looked up to verify I was on the correct runway and to see the B737. When I did this, I realized I was lined up for runway 26R instead of runway 26L. At this point, on short final, I still had plenty of room to sidestep to runway 26L and land. The tower controller and B737 crew realized I was lined up for runway 26R at about the same time I did and there was no conflict between airplanes. After landing, I verified that I had indeed had the ILS runway 26L approach plate out and the localizer frequency of 109.7 in the navigation radio. After discussing this with the tower, I learned that the frequency for the ILS runway 26L had been changed to 111.35 sometime in the preceding 6 months and that I had used an out-of-date approach plate. This problem came about because I was in a new airplane equipped with EFIS and FMS that I was just becoming familiar with. I spent too much time checking to make sure I had the EFIS set up correctly and neglected to identify the localizer. After landing, I found that when I had revised my approach plates I had not removed the old one and just inserted the new ones behind them. Because the 3 of us involved (myself, the tower controller and the B737 crew) were aware of what was happening around us, safety was never compromised during this event, but I have learned that little things, such as current approach plates or identify a frequency, can keep things from getting to that point in a high workload environment.

Original NASA ASRS Text

Title: PLT OF BE20 LINED UP WITH THE WRONG RWY DURING AN ILS APCH DUE TO USING AN OUTDATED CHART. HE, THE TWR CTLR AND THE CREW OF A B737 WAITING TKOF, NOTICED HIS MISTAKE IN TIME FOR A SIDESTEP TO THE ASSIGNED PARALLEL RWY.

Narrative: DSNDING INTO ONT ON THE ZIGGY 3 ARR, WE WERE GIVEN RADAR VECTORS FOR THE ILS RWY 26L ONT. WE INTERCEPTED THE ILS RWY 26L LOC AND PROCEEDED INBOUND ON THE ILS. I WAS VERY BUSY RUNNING CHKLISTS AND DOUBLECHKING THAT I HAD THE EFIS SET UP CORRECTLY, AS THIS WAS MY THIRD FLT AND FIRST ILS IN THIS NEW AIRPLANE. ON SHORT FINAL, TWR CLRED A FLT FOR TKOF ON RWY 26R. I LOOKED UP TO VERIFY I WAS ON THE CORRECT RWY AND TO SEE THE B737. WHEN I DID THIS, I REALIZED I WAS LINED UP FOR RWY 26R INSTEAD OF RWY 26L. AT THIS POINT, ON SHORT FINAL, I STILL HAD PLENTY OF ROOM TO SIDESTEP TO RWY 26L AND LAND. THE TWR CTLR AND B737 CREW REALIZED I WAS LINED UP FOR RWY 26R AT ABOUT THE SAME TIME I DID AND THERE WAS NO CONFLICT BTWN AIRPLANES. AFTER LNDG, I VERIFIED THAT I HAD INDEED HAD THE ILS RWY 26L APCH PLATE OUT AND THE LOC FREQ OF 109.7 IN THE NAV RADIO. AFTER DISCUSSING THIS WITH THE TWR, I LEARNED THAT THE FREQ FOR THE ILS RWY 26L HAD BEEN CHANGED TO 111.35 SOMETIME IN THE PRECEDING 6 MONTHS AND THAT I HAD USED AN OUT-OF-DATE APCH PLATE. THIS PROB CAME ABOUT BECAUSE I WAS IN A NEW AIRPLANE EQUIPPED WITH EFIS AND FMS THAT I WAS JUST BECOMING FAMILIAR WITH. I SPENT TOO MUCH TIME CHKING TO MAKE SURE I HAD THE EFIS SET UP CORRECTLY AND NEGLECTED TO IDENT THE LOC. AFTER LNDG, I FOUND THAT WHEN I HAD REVISED MY APCH PLATES I HAD NOT REMOVED THE OLD ONE AND JUST INSERTED THE NEW ONES BEHIND THEM. BECAUSE THE 3 OF US INVOLVED (MYSELF, THE TWR CTLR AND THE B737 CREW) WERE AWARE OF WHAT WAS HAPPENING AROUND US, SAFETY WAS NEVER COMPROMISED DURING THIS EVENT, BUT I HAVE LEARNED THAT LITTLE THINGS, SUCH AS CURRENT APCH PLATES OR IDENT A FREQ, CAN KEEP THINGS FROM GETTING TO THAT POINT IN A HIGH WORKLOAD ENVIRONMENT.

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.

Pilot of BE20 lined up with the wrong runway during an ILS approach due to using an outdated chart. He, the tower controller and the crew of a B737 waiting takeoff, noticed his mistake in time for a sidestep to the assigned parallel runway.