An HS125 flight crew started an approach using the wrong NAVAID at ord.

Attributes
ACN	451082
Time
Date	199910
Day	Thu
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : ord.airport
State Reference	IL
Altitude	msl single value : 1800
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : c90.tracon
Operator	common carrier : air carrier
Make Model Name	BAe 125 Series 800
Operating Under FAR Part	Part 121
Navigation In Use	other other vortac
Flight Phase	descent : approach
Route In Use	approach : instrument precision
Flight Plan	IFR
Aircraft 2
Controlling Facilities	tracon : c90.tracon
Operator	common carrier : air carrier
Make Model Name	B727 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Navigation In Use	ils localizer & glide slope : 22r
Flight Phase	descent : approach
Route In Use	approach : instrument precision
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : multi engine pilot : cfi pilot : atp
Experience	flight time last 90 days : 35 flight time total : 9020 flight time type : 875
ASRS Report	451082
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : multi engine pilot : cfi pilot : atp
Experience	flight time last 90 days : 80 flight time total : 6900 flight time type : 800
ASRS Report	451165
Events
Anomaly	conflict : airborne less severe non adherence : clearance other spatial deviation
Independent Detector	other flight crewa
Resolutory Action	flight crew : became reoriented flight crew : returned to intended or assigned course
Miss Distance	horizontal : 3000 vertical : 200
Supplementary
Problem Areas	Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

While approaching ord from the east, we were vectored to the airport for a visual approach to runway 22L. The localizer course of 222 degrees was set by the first officer on the captain's HSI. The localizer frequency was tuned in the standby position and the VOR (ord) was tuned in the active position. The captain was not aware the VOR and not the localizer was tuned. The aircraft was naved to runway 22L via the VOR course instead of the localizer course. While on base to final approach, a B727 was seen on our TCASII and visually and our turn rate was increased so as to avoid that aircraft which was landing on runway 22R. Our TCASII gave us a TA and an RA to avoid the B727. The mislocation of our aircraft was discovered by the visual sighting of the B727 on final for runway 22R. The problem could have been avoided in several ways: 1) the first officer should have tuned all radios pertaining to the approach. 2) the captain should verify what radios are tuned and which are not tuned. Too many assumptions were made without verification. 3) visual approachs to busy airports should not utilized. I think crew inactions caused this situation to develop (ie, aircraft being between both parallel runways). Both pilots in the misplaced aircraft thought the other pilot was aware of the navigation and radio set-up.

Original NASA ASRS Text

Title: AN HS125 FLC STARTED AN APCH USING THE WRONG NAVAID AT ORD.

Narrative: WHILE APCHING ORD FROM THE E, WE WERE VECTORED TO THE ARPT FOR A VISUAL APCH TO RWY 22L. THE LOC COURSE OF 222 DEGS WAS SET BY THE FO ON THE CAPT'S HSI. THE LOC FREQ WAS TUNED IN THE STANDBY POS AND THE VOR (ORD) WAS TUNED IN THE ACTIVE POS. THE CAPT WAS NOT AWARE THE VOR AND NOT THE LOC WAS TUNED. THE ACFT WAS NAVED TO RWY 22L VIA THE VOR COURSE INSTEAD OF THE LOC COURSE. WHILE ON BASE TO FINAL APCH, A B727 WAS SEEN ON OUR TCASII AND VISUALLY AND OUR TURN RATE WAS INCREASED SO AS TO AVOID THAT ACFT WHICH WAS LNDG ON RWY 22R. OUR TCASII GAVE US A TA AND AN RA TO AVOID THE B727. THE MISLOCATION OF OUR ACFT WAS DISCOVERED BY THE VISUAL SIGHTING OF THE B727 ON FINAL FOR RWY 22R. THE PROB COULD HAVE BEEN AVOIDED IN SEVERAL WAYS: 1) THE FO SHOULD HAVE TUNED ALL RADIOS PERTAINING TO THE APCH. 2) THE CAPT SHOULD VERIFY WHAT RADIOS ARE TUNED AND WHICH ARE NOT TUNED. TOO MANY ASSUMPTIONS WERE MADE WITHOUT VERIFICATION. 3) VISUAL APCHS TO BUSY ARPTS SHOULD NOT UTILIZED. I THINK CREW INACTIONS CAUSED THIS SIT TO DEVELOP (IE, ACFT BEING BTWN BOTH PARALLEL RWYS). BOTH PLTS IN THE MISPLACED ACFT THOUGHT THE OTHER PLT WAS AWARE OF THE NAV AND RADIO SET-UP.

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.