Narrative:

First of all, I am not much of a morning person, much less a monday morning person. I was feeling tired from a busy wkend when I started the day. Little mental warm-up before flying. WX dictated going easy IFR, but got a late start and encountered headwinds. Trip length is about 2 hours, all at 4000 ft in hazy conditions between layers, autoplt tracking the GPS for the most part. Became very drowsy en route. Heard and made frequency changes ok, but turned off autoplt tracking and began using heading bug for something to do and track a more accurate course. Msp approach asked me if I had an approach preference. I had none, as I thought the visual would be appropriate considering it was virtually clear. However, since the last report was a 1500 ft ceiling, we proceeded with an approach. He gave me the VOR/DME runway 36 approach since it was lined up with my route best (from southeast) and would enable a circle-to-land visual. I was told to expect to circle for runway 9R at flying cloud and I read that back. I then obtained ATIS information. Winds were reported as 140 degrees at 10-15 KTS. I thought about requesting landing runway 18 since the winds favored that over runway 9, but decided not to make any changes in that. I flew the approach and idented the airport about 4 mi out. I requested a landing on runway 9L. Tower approved this, and I confirmed that I was clear to land runway 9L. Tower asked for a report 2 mi out. At 2 mi out, I reported '2 mi sse for the visual runway 9L.' tower confirmed and I read back that I was clear to land runway 9L. While inbound on the approach, I had done a little sightseeing of a casino and an amusement park which are near the airport on the approach path. All along, since communicating with the tower about runway 9R and the changed to runway 9L, I had in fact been visualizing the approach to runway 27L, but was not realizing it was not runway 9. I was intent on landing runway 27L to expedite taxiing to meet with my already late appointment. Runway 27L is closer to the ground destination than is runway 27R, which I had in mind that I had been told to land on. This may be partly due to landing on one or the other of these 2 runways in nearly all the many previous occasions to fly into flying cloud. East winds are somewhat rare. As I turned left base to final, I could feel that ground speed was higher than airspeed, the GPS confirmed this by reading 75 KTS while indicated airspace was 60 KIAS. I wondered why they would not have us land into the wind. I steepened the approach and noticed the windsock fairly stiff pointing opposite my landing direction. While in the midst of doubting the tower's wisdom in directing a downwind landing, I suddenly realized it was I who was wrong, I was landing on runway 27L instead of runway 9L. As I was in the beginning of the round-out and flare, I went ahead and completed the landing since there was no apparent traffic conflict. During rollout, I let the tower know that it was my error being where I was. Tower was working ground as well and asked that I call after shutdown. I did this, and he confirmed there was no other traffic at the time in the area either in the air or on the ground. I gave him my pitiful excuse of simply 'being out of it.' I speculate that if there had been other traffic, I would have been alert for it and would perhaps have been thinking about getting in with the flow rather than on my own time imperatives. Comments: this was a genuine 'duh -- oh.' contributing factors: drowsiness/boredom. Should have turned off autoplt to give more to do. Should have increased fresh air (temperature had gone up after passing through weak front). I can't say that the attempt to save time really caused the problem -- as had I realized what I needed/was told to do, runway 9R would have been favorable to my expediency. I can see that despite acknowledging it once, I did not clearly visualize the wind direction relative to the proper runway to use. I let routine take over. Dyslexia? I've always had to be careful about reciprocal numbers in navigation and runway use. I have no 'system' to assure landing on the proper runway (ie, use the approach plate for the runway to be used). I fly very frequently to a variety of airports, and if iam familiar with them, such as this, I don't study the airport layout. Mostly I don't see what I can do differently which would have averted this incident, but try to be more aware of my own decreased performance when feeling a bit 'out of it' and be extra careful to ensure I am doing the right thing in the right place at the right time.

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Original NASA ASRS Text

Title: C182 PLT LANDED ON THE WRONG RWY AT FCM.

Narrative: FIRST OF ALL, I AM NOT MUCH OF A MORNING PERSON, MUCH LESS A MONDAY MORNING PERSON. I WAS FEELING TIRED FROM A BUSY WKEND WHEN I STARTED THE DAY. LITTLE MENTAL WARM-UP BEFORE FLYING. WX DICTATED GOING EASY IFR, BUT GOT A LATE START AND ENCOUNTERED HEADWINDS. TRIP LENGTH IS ABOUT 2 HRS, ALL AT 4000 FT IN HAZY CONDITIONS BTWN LAYERS, AUTOPLT TRACKING THE GPS FOR THE MOST PART. BECAME VERY DROWSY ENRTE. HEARD AND MADE FREQ CHANGES OK, BUT TURNED OFF AUTOPLT TRACKING AND BEGAN USING HDG BUG FOR SOMETHING TO DO AND TRACK A MORE ACCURATE COURSE. MSP APCH ASKED ME IF I HAD AN APCH PREFERENCE. I HAD NONE, AS I THOUGHT THE VISUAL WOULD BE APPROPRIATE CONSIDERING IT WAS VIRTUALLY CLR. HOWEVER, SINCE THE LAST RPT WAS A 1500 FT CEILING, WE PROCEEDED WITH AN APCH. HE GAVE ME THE VOR/DME RWY 36 APCH SINCE IT WAS LINED UP WITH MY RTE BEST (FROM SE) AND WOULD ENABLE A CIRCLE-TO-LAND VISUAL. I WAS TOLD TO EXPECT TO CIRCLE FOR RWY 9R AT FLYING CLOUD AND I READ THAT BACK. I THEN OBTAINED ATIS INFO. WINDS WERE RPTED AS 140 DEGS AT 10-15 KTS. I THOUGHT ABOUT REQUESTING LNDG RWY 18 SINCE THE WINDS FAVORED THAT OVER RWY 9, BUT DECIDED NOT TO MAKE ANY CHANGES IN THAT. I FLEW THE APCH AND IDENTED THE ARPT ABOUT 4 MI OUT. I REQUESTED A LNDG ON RWY 9L. TWR APPROVED THIS, AND I CONFIRMED THAT I WAS CLR TO LAND RWY 9L. TWR ASKED FOR A RPT 2 MI OUT. AT 2 MI OUT, I RPTED '2 MI SSE FOR THE VISUAL RWY 9L.' TWR CONFIRMED AND I READ BACK THAT I WAS CLR TO LAND RWY 9L. WHILE INBOUND ON THE APCH, I HAD DONE A LITTLE SIGHTSEEING OF A CASINO AND AN AMUSEMENT PARK WHICH ARE NEAR THE ARPT ON THE APCH PATH. ALL ALONG, SINCE COMMUNICATING WITH THE TWR ABOUT RWY 9R AND THE CHANGED TO RWY 9L, I HAD IN FACT BEEN VISUALIZING THE APCH TO RWY 27L, BUT WAS NOT REALIZING IT WAS NOT RWY 9. I WAS INTENT ON LNDG RWY 27L TO EXPEDITE TAXIING TO MEET WITH MY ALREADY LATE APPOINTMENT. RWY 27L IS CLOSER TO THE GND DEST THAN IS RWY 27R, WHICH I HAD IN MIND THAT I HAD BEEN TOLD TO LAND ON. THIS MAY BE PARTLY DUE TO LNDG ON ONE OR THE OTHER OF THESE 2 RWYS IN NEARLY ALL THE MANY PREVIOUS OCCASIONS TO FLY INTO FLYING CLOUD. E WINDS ARE SOMEWHAT RARE. AS I TURNED L BASE TO FINAL, I COULD FEEL THAT GND SPD WAS HIGHER THAN AIRSPD, THE GPS CONFIRMED THIS BY READING 75 KTS WHILE INDICATED AIRSPACE WAS 60 KIAS. I WONDERED WHY THEY WOULD NOT HAVE US LAND INTO THE WIND. I STEEPENED THE APCH AND NOTICED THE WINDSOCK FAIRLY STIFF POINTING OPPOSITE MY LNDG DIRECTION. WHILE IN THE MIDST OF DOUBTING THE TWR'S WISDOM IN DIRECTING A DOWNWIND LNDG, I SUDDENLY REALIZED IT WAS I WHO WAS WRONG, I WAS LNDG ON RWY 27L INSTEAD OF RWY 9L. AS I WAS IN THE BEGINNING OF THE ROUND-OUT AND FLARE, I WENT AHEAD AND COMPLETED THE LNDG SINCE THERE WAS NO APPARENT TFC CONFLICT. DURING ROLLOUT, I LET THE TWR KNOW THAT IT WAS MY ERROR BEING WHERE I WAS. TWR WAS WORKING GND AS WELL AND ASKED THAT I CALL AFTER SHUTDOWN. I DID THIS, AND HE CONFIRMED THERE WAS NO OTHER TFC AT THE TIME IN THE AREA EITHER IN THE AIR OR ON THE GND. I GAVE HIM MY PITIFUL EXCUSE OF SIMPLY 'BEING OUT OF IT.' I SPECULATE THAT IF THERE HAD BEEN OTHER TFC, I WOULD HAVE BEEN ALERT FOR IT AND WOULD PERHAPS HAVE BEEN THINKING ABOUT GETTING IN WITH THE FLOW RATHER THAN ON MY OWN TIME IMPERATIVES. COMMENTS: THIS WAS A GENUINE 'DUH -- OH.' CONTRIBUTING FACTORS: DROWSINESS/BOREDOM. SHOULD HAVE TURNED OFF AUTOPLT TO GIVE MORE TO DO. SHOULD HAVE INCREASED FRESH AIR (TEMP HAD GONE UP AFTER PASSING THROUGH WEAK FRONT). I CAN'T SAY THAT THE ATTEMPT TO SAVE TIME REALLY CAUSED THE PROB -- AS HAD I REALIZED WHAT I NEEDED/WAS TOLD TO DO, RWY 9R WOULD HAVE BEEN FAVORABLE TO MY EXPEDIENCY. I CAN SEE THAT DESPITE ACKNOWLEDGING IT ONCE, I DID NOT CLRLY VISUALIZE THE WIND DIRECTION RELATIVE TO THE PROPER RWY TO USE. I LET ROUTINE TAKE OVER. DYSLEXIA? I'VE ALWAYS HAD TO BE CAREFUL ABOUT RECIPROCAL NUMBERS IN NAV AND RWY USE. I HAVE NO 'SYS' TO ASSURE LNDG ON THE PROPER RWY (IE, USE THE APCH PLATE FOR THE RWY TO BE USED). I FLY VERY FREQUENTLY TO A VARIETY OF ARPTS, AND IF IAM FAMILIAR WITH THEM, SUCH AS THIS, I DON'T STUDY THE ARPT LAYOUT. MOSTLY I DON'T SEE WHAT I CAN DO DIFFERENTLY WHICH WOULD HAVE AVERTED THIS INCIDENT, BUT TRY TO BE MORE AWARE OF MY OWN DECREASED PERFORMANCE WHEN FEELING A BIT 'OUT OF IT' AND BE EXTRA CAREFUL TO ENSURE I AM DOING THE RIGHT THING IN THE RIGHT PLACE AT THE RIGHT TIME.

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.