Narrative:

At XA00 on feb/xa/00, during the landing phase to pbi airport, clearance to land was given by pbi tower, from a right downwind leg to runway 27R. At the tpa of 1017 ft MSL during the final approach leg, only 1 runway could be seen (runway 27R). The second runway (runway 27L) was not visible at that altitude. There are no markings on the ground to indicate that runway 27L is approximately 4800 ft away at the 11 O'clock position on the airport. Had there been some bold painted markings on the ground to indicate the approximately position of runway 27L, this incident would not have occurred. As there were several other aircraft landing at pbi at approximately the same time, it was crucial to land on runway 27R and not mistakenly land on runway 27L, which may have resulted in an in-flight collision between aircraft. As runway 27L could not be idented at this altitude, and there were visible 2 separate parallel paved surfaces which were both clear of any aircraft, machinery or obstacles, I (the pilot) chose the surface to the farthest right, in attempting to avoid runway 27L. As it turned out, the paved surface to the farthest right was taxiway C. The visible paved surface to the left was runway 27R. Thus, the aircraft landed on taxiway C without any damage to property or any injuries to persons. This could have been avoided if there were some bold painted markings on the ground to indicate that runway 27L was approximately 1 mi further to the 11 O'clock position on the airfield.

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Original NASA ASRS Text

Title: PA32 PLT LANDED ON TXWY C AT PBI.

Narrative: AT XA00 ON FEB/XA/00, DURING THE LNDG PHASE TO PBI ARPT, CLRNC TO LAND WAS GIVEN BY PBI TWR, FROM A R DOWNWIND LEG TO RWY 27R. AT THE TPA OF 1017 FT MSL DURING THE FINAL APCH LEG, ONLY 1 RWY COULD BE SEEN (RWY 27R). THE SECOND RWY (RWY 27L) WAS NOT VISIBLE AT THAT ALT. THERE ARE NO MARKINGS ON THE GND TO INDICATE THAT RWY 27L IS APPROX 4800 FT AWAY AT THE 11 O'CLOCK POS ON THE ARPT. HAD THERE BEEN SOME BOLD PAINTED MARKINGS ON THE GND TO INDICATE THE APPROX POS OF RWY 27L, THIS INCIDENT WOULD NOT HAVE OCCURRED. AS THERE WERE SEVERAL OTHER ACFT LNDG AT PBI AT APPROX THE SAME TIME, IT WAS CRUCIAL TO LAND ON RWY 27R AND NOT MISTAKENLY LAND ON RWY 27L, WHICH MAY HAVE RESULTED IN AN INFLT COLLISION BTWN ACFT. AS RWY 27L COULD NOT BE IDENTED AT THIS ALT, AND THERE WERE VISIBLE 2 SEPARATE PARALLEL PAVED SURFACES WHICH WERE BOTH CLR OF ANY ACFT, MACHINERY OR OBSTACLES, I (THE PLT) CHOSE THE SURFACE TO THE FARTHEST R, IN ATTEMPTING TO AVOID RWY 27L. AS IT TURNED OUT, THE PAVED SURFACE TO THE FARTHEST R WAS TXWY C. THE VISIBLE PAVED SURFACE TO THE L WAS RWY 27R. THUS, THE ACFT LANDED ON TXWY C WITHOUT ANY DAMAGE TO PROPERTY OR ANY INJURIES TO PERSONS. THIS COULD HAVE BEEN AVOIDED IF THERE WERE SOME BOLD PAINTED MARKINGS ON THE GND TO INDICATE THAT RWY 27L WAS APPROX 1 MI FURTHER TO THE 11 O'CLOCK POS ON THE AIRFIELD.

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.