Narrative:

Expected vector to runway 24 due to direction of my approach. At handoff to ack tower, was instructed to descend/maintain at or above 2000 ft until passing overhead the airport, then enter right downwind for runway 30. Although strictly VFR on this flight, I consulted the government terminal procedures airport diagram for nantucket to confirm my mental picture of traffic flow. Complied with altitude restr and lined up on the downwind for runway 30. Completed aircraft reconfign and landing checklist in timely fashion. Distraction began as I scanned over my shoulder for steady stream of commuter traffic inbound to runway 24. Tower cleared me to land and I read back landing clearance for runway 30. While looking back to check sequence with commuter traffic, tower amended my clearance to land and hold short of runway 24. Read back the hold short instructions and configured aircraft for short field landing. Rolled out of base turn early and lined up with runway to my right. Runway looked very familiar and appropriate to me for the gusty northwesterly surface wind -- I had landed on it many times in my 6 yr career with the regional airlines, some 10 yrs ago. Looking to the far end of my landing runway to maintain sequencing/separation from runway 24 traffic and comply with lahso instructions, I never saw the numbers for runway 33 where I'd lined up. Executed short field landing and stopped aircraft well short of intersection. As commuter traffic passed intersection, tower controller issued taxi instructions for me to clear the active runways, then added request that in future I comply with assigned landing runway. I read back taxi instructions, apologized for my mistake, proceeded to the GA ramp without further incident. There was no traffic conflict. It appears safety was not compromised. Eternal vigilance is the price we pay for the privilege of flying safely. In my concern for the see and avoid principle, I made a different error. And this in spite of having taken the extra precaution of opening the instrument approach plate binder to the airport diagram. Fatigue may have contributed to my distraction. I deliberately took extra precautions in all preparation phases for this flight to compensate for any potential erosion of my concentration. The WX was excellent.

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Original NASA ASRS Text

Title: A C177 PLT LANDED ON THE WRONG RWY AT ACK.

Narrative: EXPECTED VECTOR TO RWY 24 DUE TO DIRECTION OF MY APCH. AT HDOF TO ACK TWR, WAS INSTRUCTED TO DSND/MAINTAIN AT OR ABOVE 2000 FT UNTIL PASSING OVERHEAD THE ARPT, THEN ENTER R DOWNWIND FOR RWY 30. ALTHOUGH STRICTLY VFR ON THIS FLT, I CONSULTED THE GOV TERMINAL PROCS ARPT DIAGRAM FOR NANTUCKET TO CONFIRM MY MENTAL PICTURE OF TFC FLOW. COMPLIED WITH ALT RESTR AND LINED UP ON THE DOWNWIND FOR RWY 30. COMPLETED ACFT RECONFIGN AND LNDG CHKLIST IN TIMELY FASHION. DISTR BEGAN AS I SCANNED OVER MY SHOULDER FOR STEADY STREAM OF COMMUTER TFC INBOUND TO RWY 24. TWR CLRED ME TO LAND AND I READ BACK LNDG CLRNC FOR RWY 30. WHILE LOOKING BACK TO CHK SEQUENCE WITH COMMUTER TFC, TWR AMENDED MY CLRNC TO LAND AND HOLD SHORT OF RWY 24. READ BACK THE HOLD SHORT INSTRUCTIONS AND CONFIGURED ACFT FOR SHORT FIELD LNDG. ROLLED OUT OF BASE TURN EARLY AND LINED UP WITH RWY TO MY R. RWY LOOKED VERY FAMILIAR AND APPROPRIATE TO ME FOR THE GUSTY NORTHWESTERLY SURFACE WIND -- I HAD LANDED ON IT MANY TIMES IN MY 6 YR CAREER WITH THE REGIONAL AIRLINES, SOME 10 YRS AGO. LOOKING TO THE FAR END OF MY LNDG RWY TO MAINTAIN SEQUENCING/SEPARATION FROM RWY 24 TFC AND COMPLY WITH LAHSO INSTRUCTIONS, I NEVER SAW THE NUMBERS FOR RWY 33 WHERE I'D LINED UP. EXECUTED SHORT FIELD LNDG AND STOPPED ACFT WELL SHORT OF INTXN. AS COMMUTER TFC PASSED INTXN, TWR CTLR ISSUED TAXI INSTRUCTIONS FOR ME TO CLR THE ACTIVE RWYS, THEN ADDED REQUEST THAT IN FUTURE I COMPLY WITH ASSIGNED LNDG RWY. I READ BACK TAXI INSTRUCTIONS, APOLOGIZED FOR MY MISTAKE, PROCEEDED TO THE GA RAMP WITHOUT FURTHER INCIDENT. THERE WAS NO TFC CONFLICT. IT APPEARS SAFETY WAS NOT COMPROMISED. ETERNAL VIGILANCE IS THE PRICE WE PAY FOR THE PRIVILEGE OF FLYING SAFELY. IN MY CONCERN FOR THE SEE AND AVOID PRINCIPLE, I MADE A DIFFERENT ERROR. AND THIS IN SPITE OF HAVING TAKEN THE EXTRA PRECAUTION OF OPENING THE INST APCH PLATE BINDER TO THE ARPT DIAGRAM. FATIGUE MAY HAVE CONTRIBUTED TO MY DISTR. I DELIBERATELY TOOK EXTRA PRECAUTIONS IN ALL PREPARATION PHASES FOR THIS FLT TO COMPENSATE FOR ANY POTENTIAL EROSION OF MY CONCENTRATION. THE WX WAS EXCELLENT.

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.