Narrative:

Dfw approach told us to expect the ILS yankee runway 36L approach (in visual conditions). The first officer and I neither had the specified approach plate. We had the plate for ILS runway 36L, not yankee runway 36L. We tuned in the ILS runway 36L information. In the meantime, we heard a pair of locally based airlines read back 'cleared for ILS runway 36L' when actually cleared for the ILS yankee runway 36L. This helped to convince us there wouldn't be any significant differences in the 2 approachs, given the WX conditions. Shortly after cleared for the approach, we were given a speed restr until a given fix or marker. We didn't see this fix on the FMS, so asked for the frequency for our approach. We were given a different frequency from what we were using and told it would line us up with runway 36R. This also added to our confusion. While waiting for the glide slope (GS) to activate, I saw what I thought was dfw directly in front of us. Feeling we were high, a descent of about 500 ft was initiated until we determined the airfield was not dfw. We determined this visually and confirmed it with the FMS/GS/ILS. ATC did not comment on the maneuver. We later determined both of us had installed our manual's revision a day early, thus losing the dfw ILS yankee runway 36L pages. We were unwilling to query ATC about the frequency when first given the approach. I feel we convinced ourselves the approachs would be the same, when ATC didn't correct readbacks that accepted ILS runway 36L instead of ILS yankee runway 36L. We were also cleared to land rather far out (around 20 mi). This is unusual at a high density airport. During the frequency change confusion, this helped lead me to think we could be closer to the airport than originally thought.

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Original NASA ASRS Text

Title: A CL65 FLT CREW IS CONFUSED DURING AN ASSIGNED ILS YANKEE RWY 36L CLRNC THAT INCLUDED CHARTAGE USE THAT WAS NOT IN THEIR POSSESSION FOR APCH TO DFW, TX.

Narrative: DFW APCH TOLD US TO EXPECT THE ILS YANKEE RWY 36L APCH (IN VISUAL CONDITIONS). THE FO AND I NEITHER HAD THE SPECIFIED APCH PLATE. WE HAD THE PLATE FOR ILS RWY 36L, NOT YANKEE RWY 36L. WE TUNED IN THE ILS RWY 36L INFO. IN THE MEANTIME, WE HEARD A PAIR OF LOCALLY BASED AIRLINES READ BACK 'CLRED FOR ILS RWY 36L' WHEN ACTUALLY CLRED FOR THE ILS YANKEE RWY 36L. THIS HELPED TO CONVINCE US THERE WOULDN'T BE ANY SIGNIFICANT DIFFERENCES IN THE 2 APCHS, GIVEN THE WX CONDITIONS. SHORTLY AFTER CLRED FOR THE APCH, WE WERE GIVEN A SPD RESTR UNTIL A GIVEN FIX OR MARKER. WE DIDN'T SEE THIS FIX ON THE FMS, SO ASKED FOR THE FREQ FOR OUR APCH. WE WERE GIVEN A DIFFERENT FREQ FROM WHAT WE WERE USING AND TOLD IT WOULD LINE US UP WITH RWY 36R. THIS ALSO ADDED TO OUR CONFUSION. WHILE WAITING FOR THE GLIDE SLOPE (GS) TO ACTIVATE, I SAW WHAT I THOUGHT WAS DFW DIRECTLY IN FRONT OF US. FEELING WE WERE HIGH, A DSCNT OF ABOUT 500 FT WAS INITIATED UNTIL WE DETERMINED THE AIRFIELD WAS NOT DFW. WE DETERMINED THIS VISUALLY AND CONFIRMED IT WITH THE FMS/GS/ILS. ATC DID NOT COMMENT ON THE MANEUVER. WE LATER DETERMINED BOTH OF US HAD INSTALLED OUR MANUAL'S REVISION A DAY EARLY, THUS LOSING THE DFW ILS YANKEE RWY 36L PAGES. WE WERE UNWILLING TO QUERY ATC ABOUT THE FREQ WHEN FIRST GIVEN THE APCH. I FEEL WE CONVINCED OURSELVES THE APCHS WOULD BE THE SAME, WHEN ATC DIDN'T CORRECT READBACKS THAT ACCEPTED ILS RWY 36L INSTEAD OF ILS YANKEE RWY 36L. WE WERE ALSO CLRED TO LAND RATHER FAR OUT (AROUND 20 MI). THIS IS UNUSUAL AT A HIGH DENSITY ARPT. DURING THE FREQ CHANGE CONFUSION, THIS HELPED LEAD ME TO THINK WE COULD BE CLOSER TO THE ARPT THAN ORIGINALLY THOUGHT.

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.