Narrative:

Upon descent into new, the copilot was flying and I picked up the WX in new. The ATIS reported sky clear, winds 4 KTS landing runway 18R. The copilot briefed the airport, approach, txwys, etc. About 10 mins out, the approach notified us of a speci. I received the new WX as broken 25, 55, and 75, winds 6 KTS landing runway 36L. A piper in front of us, we had to slow for, landed on a visual and as we approached 400 ft MSL, we also got the field in sight. I was notified as to light rain by the approach controller and I verified this with my own eyes. It was hard to tell the intensity from our position, so I again verified, only 'light' rain reported and he confirmed this. As we checked on with tower on about 2 mi close-in right base, I again asked them to confirm they only had light rain and they confirmed this. It appeared to be to be a little more, but it is difficult to tell the intensity when you're not in it and I thought they would provide more accurate information. Turning final, the copilot continued he had the airport and all of a sudden we hit moderate rain. For a brief second, the airport became blurry to both myself and the copilot, but a second later it appeared clrer. My head went down finishing the before landing checklist and the rain continued. Well we landed on the parallel runway and there was standing water. We overran that runway by 50 ft or so. No injuries occurred and only very minor damage to the aircraft. No notification required to the NTSB although the FAA got involved. I feel the contributing factors was the rapidly changing WX and my decision not to go around when I found the WX not to be as reported or expected. The rain made me focus and probably get this tunnel vision and not pay as much attention to my surroundings as I should. The copilot was a little behind the airplane and my eyes were focused too much 'inside.' most of my flying was west coast flying and the WX in the south in the summer time is very different. As a result, I have made and continue to make a concerted effort to not have my head inside the cockpit, but instead outside. Also, a contributing factor was the WX change. We should have done as thorough a briefing on the new runway as we did runway 18R. The rain obscured the runway numbers on the approach end and I believe heavy rain was over the runway we were supposed to be landing on. This experience has emphasized the importance of going around when there is an uncomfortable ness or rush in the cockpit. The copilot and I also had an important conversation about speaking up when there is any doubt as to the airport layout or runway intended on landing.

Google
 

Original NASA ASRS Text

Title: AN LJ55 CREW, ON APCH TO NEW, LANDED ON THE PARALLEL RWY, NOT THE ASSIGNED RWY.

Narrative: UPON DSCNT INTO NEW, THE COPLT WAS FLYING AND I PICKED UP THE WX IN NEW. THE ATIS RPTED SKY CLR, WINDS 4 KTS LNDG RWY 18R. THE COPLT BRIEFED THE ARPT, APCH, TXWYS, ETC. ABOUT 10 MINS OUT, THE APCH NOTIFIED US OF A SPECI. I RECEIVED THE NEW WX AS BROKEN 25, 55, AND 75, WINDS 6 KTS LNDG RWY 36L. A PIPER IN FRONT OF US, WE HAD TO SLOW FOR, LANDED ON A VISUAL AND AS WE APCHED 400 FT MSL, WE ALSO GOT THE FIELD IN SIGHT. I WAS NOTIFIED AS TO LIGHT RAIN BY THE APCH CTLR AND I VERIFIED THIS WITH MY OWN EYES. IT WAS HARD TO TELL THE INTENSITY FROM OUR POS, SO I AGAIN VERIFIED, ONLY 'LIGHT' RAIN RPTED AND HE CONFIRMED THIS. AS WE CHKED ON WITH TWR ON ABOUT 2 MI CLOSE-IN R BASE, I AGAIN ASKED THEM TO CONFIRM THEY ONLY HAD LIGHT RAIN AND THEY CONFIRMED THIS. IT APPEARED TO BE TO BE A LITTLE MORE, BUT IT IS DIFFICULT TO TELL THE INTENSITY WHEN YOU'RE NOT IN IT AND I THOUGHT THEY WOULD PROVIDE MORE ACCURATE INFO. TURNING FINAL, THE COPLT CONTINUED HE HAD THE ARPT AND ALL OF A SUDDEN WE HIT MODERATE RAIN. FOR A BRIEF SECOND, THE ARPT BECAME BLURRY TO BOTH MYSELF AND THE COPLT, BUT A SECOND LATER IT APPEARED CLRER. MY HEAD WENT DOWN FINISHING THE BEFORE LNDG CHKLIST AND THE RAIN CONTINUED. WELL WE LANDED ON THE PARALLEL RWY AND THERE WAS STANDING WATER. WE OVERRAN THAT RWY BY 50 FT OR SO. NO INJURIES OCCURRED AND ONLY VERY MINOR DAMAGE TO THE ACFT. NO NOTIFICATION REQUIRED TO THE NTSB ALTHOUGH THE FAA GOT INVOLVED. I FEEL THE CONTRIBUTING FACTORS WAS THE RAPIDLY CHANGING WX AND MY DECISION NOT TO GO AROUND WHEN I FOUND THE WX NOT TO BE AS RPTED OR EXPECTED. THE RAIN MADE ME FOCUS AND PROBABLY GET THIS TUNNEL VISION AND NOT PAY AS MUCH ATTN TO MY SURROUNDINGS AS I SHOULD. THE COPLT WAS A LITTLE BEHIND THE AIRPLANE AND MY EYES WERE FOCUSED TOO MUCH 'INSIDE.' MOST OF MY FLYING WAS WEST COAST FLYING AND THE WX IN THE S IN THE SUMMER TIME IS VERY DIFFERENT. AS A RESULT, I HAVE MADE AND CONTINUE TO MAKE A CONCERTED EFFORT TO NOT HAVE MY HEAD INSIDE THE COCKPIT, BUT INSTEAD OUTSIDE. ALSO, A CONTRIBUTING FACTOR WAS THE WX CHANGE. WE SHOULD HAVE DONE AS THOROUGH A BRIEFING ON THE NEW RWY AS WE DID RWY 18R. THE RAIN OBSCURED THE RWY NUMBERS ON THE APCH END AND I BELIEVE HVY RAIN WAS OVER THE RWY WE WERE SUPPOSED TO BE LNDG ON. THIS EXPERIENCE HAS EMPHASIZED THE IMPORTANCE OF GOING AROUND WHEN THERE IS AN UNCOMFORTABLE NESS OR RUSH IN THE COCKPIT. THE COPLT AND I ALSO HAD AN IMPORTANT CONVERSATION ABOUT SPEAKING UP WHEN THERE IS ANY DOUBT AS TO THE ARPT LAYOUT OR RWY INTENDED ON LNDG.

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.