Narrative:

During approach to ind, I was assigned runway 14 and being given vectors. I was at 8000 ft MSL and about 25 mi northwest of ind. The runway was changed to runway 5L. My copilot asked if we could keep our clearance to runway 14, since we had all navigation set up for the ILS runway 14 and it would have been a shorter taxi to the GA ramp. Our request was denied, and we were told to expect runway 5L. My copilot then put away all charts for runway 14, pulled out the charts for runway 5L, and set up the navs for the new approach. We were given a southerly heading. Then we wre asked if we still wanted to use runway 14. We said yes, since we were still about 20 mi out. We were assigned heading 180 degrees, then given a heading of 140 degrees and told to descend to 7000 ft. My copilot read back the 140 degree heading and 7000 ft. He then began to get the chart for the ILS runway 14 out of the binder again. I had heard a heading of 040 degrees and began a left turn while descending to 7000 ft. I was wondering why the near 90 degree base turn ot runway 14 so close to the final approach course. We were about ten degrees from intercepting the final approach course. I was watching an aircraft that was lower than us at my 9 O'clock position on a sbound heading. I remember thinking that he needed to be descending or turning to the southwest if he was to land on runway 5L/right, and that if he did not begin a descent or turn soon, we would come very close to each other. When I looked at our TCASII, I noticed the aircraft was on the edge of the 3 mi ring and 500 ft below us. Coming through a heading of 070 degrees, the controller asked my heading, and said we had turned too far. He then assigned the other aircraft, a twin turboprop commuter aircraft, to climb to 8000 ft and gave us a heading of 180 degrees and 8000 ft. The controller said we had taken another aircraft's clearance. I was sure we had not. My copilot told the controller that we had the other aircraft on TCASII. I'm not sure if he said we had a visual with the other aircraft although I had been watching the other plane from about the time I came through a heading of 145 degrees. I was wondering why the controller had given the other aircraft a climb to 8000 ft when we were above them and then gave me a right turn to a heading that would parallel the 2 of us and/or place us on an intercept. I hadn't even made it to 7700 ft before being assigned 7000 ft again, given a 230 degree heading, and reassigned runway 5L again. This was the fourth runway change. After all this, the rest of the approach went smoothly.

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Original NASA ASRS Text

Title: IAI-1125 LNDG IND MADE INCORRECT TURN WHILE EXPERIENCING 4 RWY ASSIGNMENT CHANGES.

Narrative: DURING APCH TO IND, I WAS ASSIGNED RWY 14 AND BEING GIVEN VECTORS. I WAS AT 8000 FT MSL AND ABOUT 25 MI NW OF IND. THE RWY WAS CHANGED TO RWY 5L. MY COPLT ASKED IF WE COULD KEEP OUR CLRNC TO RWY 14, SINCE WE HAD ALL NAV SET UP FOR THE ILS RWY 14 AND IT WOULD HAVE BEEN A SHORTER TAXI TO THE GA RAMP. OUR REQUEST WAS DENIED, AND WE WERE TOLD TO EXPECT RWY 5L. MY COPLT THEN PUT AWAY ALL CHARTS FOR RWY 14, PULLED OUT THE CHARTS FOR RWY 5L, AND SET UP THE NAVS FOR THE NEW APCH. WE WERE GIVEN A SOUTHERLY HDG. THEN WE WRE ASKED IF WE STILL WANTED TO USE RWY 14. WE SAID YES, SINCE WE WERE STILL ABOUT 20 MI OUT. WE WERE ASSIGNED HDG 180 DEGS, THEN GIVEN A HDG OF 140 DEGS AND TOLD TO DSND TO 7000 FT. MY COPLT READ BACK THE 140 DEG HDG AND 7000 FT. HE THEN BEGAN TO GET THE CHART FOR THE ILS RWY 14 OUT OF THE BINDER AGAIN. I HAD HEARD A HDG OF 040 DEGS AND BEGAN A L TURN WHILE DSNDING TO 7000 FT. I WAS WONDERING WHY THE NEAR 90 DEG BASE TURN OT RWY 14 SO CLOSE TO THE FINAL APCH COURSE. WE WERE ABOUT TEN DEGS FROM INTERCEPTING THE FINAL APCH COURSE. I WAS WATCHING AN ACFT THAT WAS LOWER THAN US AT MY 9 O'CLOCK POS ON A SBOUND HDG. I REMEMBER THINKING THAT HE NEEDED TO BE DSNDING OR TURNING TO THE SW IF HE WAS TO LAND ON RWY 5L/R, AND THAT IF HE DID NOT BEGIN A DSCNT OR TURN SOON, WE WOULD COME VERY CLOSE TO EACH OTHER. WHEN I LOOKED AT OUR TCASII, I NOTICED THE ACFT WAS ON THE EDGE OF THE 3 MI RING AND 500 FT BELOW US. COMING THROUGH A HDG OF 070 DEGS, THE CTLR ASKED MY HDG, AND SAID WE HAD TURNED TOO FAR. HE THEN ASSIGNED THE OTHER ACFT, A TWIN TURBOPROP COMMUTER ACFT, TO CLB TO 8000 FT AND GAVE US A HDG OF 180 DEGS AND 8000 FT. THE CTLR SAID WE HAD TAKEN ANOTHER ACFT'S CLRNC. I WAS SURE WE HAD NOT. MY COPLT TOLD THE CTLR THAT WE HAD THE OTHER ACFT ON TCASII. I'M NOT SURE IF HE SAID WE HAD A VISUAL WITH THE OTHER ACFT ALTHOUGH I HAD BEEN WATCHING THE OTHER PLANE FROM ABOUT THE TIME I CAME THROUGH A HDG OF 145 DEGS. I WAS WONDERING WHY THE CTLR HAD GIVEN THE OTHER ACFT A CLB TO 8000 FT WHEN WE WERE ABOVE THEM AND THEN GAVE ME A R TURN TO A HDG THAT WOULD PARALLEL THE 2 OF US AND/OR PLACE US ON AN INTERCEPT. I HADN'T EVEN MADE IT TO 7700 FT BEFORE BEING ASSIGNED 7000 FT AGAIN, GIVEN A 230 DEG HDG, AND REASSIGNED RWY 5L AGAIN. THIS WAS THE FOURTH RWY CHANGE. AFTER ALL THIS, THE REST OF THE APCH WENT SMOOTHLY.

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.