Narrative:

During approach to phx we were set up for runway 25L, ILS, backing up this visual approach. Tower then cleared us for a visual approach to runway 25R which we accepted. The captain told me to set up the FMS for runway 25R as he maneuvered to land. As I looked up after programming the FMS, it appeared that the captain was overshooting runway 25R so I asked him where he was headed and pointed out his overshoot. He was headed for runway 26 on the north side of the airport and did not realize he was going to the wrong runway and did not correct back to the left or south immediately because he didn't think or believe he was going to the wrong runway. We received a TA from the TCASII and the display showed traffic 300 ft below and slightly to the right of us. The captain was hesitant in making a correction, not realizing still that he was in fact lining up on runway 26R. I then demanded that he immediately get back to the left and stay level because of the aircraft below us to the right. He then began a turn to the left toward runway 25R, but slowly descended to get to the glide path. An RA sounded with 'reduce descent' when I said again to go left and level off. We landed uneventfully on runway 25R, but I estimate that we were almost directly over the twin engine propeller on runway 26 with less than 300 ft vertical separation. It may have been avoided if the localizer for runway 25R was activated and the frequency announced by the tower when clearance was given by tower to switch to runway 25R at the last min.

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Original NASA ASRS Text

Title: NMAC CAUSED BY AN MD88 CAPT OVERSHOOTING FINAL WHEN HE INADVERTENTLY TURNED TOWARD THE WRONG R PARALLEL RWY AFTER BEING INSTRUCTED TO CHANGE LNDG RWY TO THE R PARALLEL RWY OF THE SET OF PARALLEL RWYS TO WHICH HE HAD ORIGINALLY BEEN CLRED AT PHX.

Narrative: DURING APCH TO PHX WE WERE SET UP FOR RWY 25L, ILS, BACKING UP THIS VISUAL APCH. TWR THEN CLRED US FOR A VISUAL APCH TO RWY 25R WHICH WE ACCEPTED. THE CAPT TOLD ME TO SET UP THE FMS FOR RWY 25R AS HE MANEUVERED TO LAND. AS I LOOKED UP AFTER PROGRAMMING THE FMS, IT APPEARED THAT THE CAPT WAS OVERSHOOTING RWY 25R SO I ASKED HIM WHERE HE WAS HEADED AND POINTED OUT HIS OVERSHOOT. HE WAS HEADED FOR RWY 26 ON THE N SIDE OF THE ARPT AND DID NOT REALIZE HE WAS GOING TO THE WRONG RWY AND DID NOT CORRECT BACK TO THE L OR S IMMEDIATELY BECAUSE HE DIDN'T THINK OR BELIEVE HE WAS GOING TO THE WRONG RWY. WE RECEIVED A TA FROM THE TCASII AND THE DISPLAY SHOWED TFC 300 FT BELOW AND SLIGHTLY TO THE R OF US. THE CAPT WAS HESITANT IN MAKING A CORRECTION, NOT REALIZING STILL THAT HE WAS IN FACT LINING UP ON RWY 26R. I THEN DEMANDED THAT HE IMMEDIATELY GET BACK TO THE L AND STAY LEVEL BECAUSE OF THE ACFT BELOW US TO THE R. HE THEN BEGAN A TURN TO THE L TOWARD RWY 25R, BUT SLOWLY DSNDED TO GET TO THE GLIDE PATH. AN RA SOUNDED WITH 'REDUCE DSCNT' WHEN I SAID AGAIN TO GO L AND LEVEL OFF. WE LANDED UNEVENTFULLY ON RWY 25R, BUT I ESTIMATE THAT WE WERE ALMOST DIRECTLY OVER THE TWIN ENG PROP ON RWY 26 WITH LESS THAN 300 FT VERT SEPARATION. IT MAY HAVE BEEN AVOIDED IF THE LOC FOR RWY 25R WAS ACTIVATED AND THE FREQ ANNOUNCED BY THE TWR WHEN CLRNC WAS GIVEN BY TWR TO SWITCH TO RWY 25R AT THE LAST MIN.

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.