Narrative:

This event happened on a cavu day. My wife and I flew VFR from ugn to osh for breakfast and fuel; roughly a 45 min flight. A second purpose was to show my wife the new software upgrade on my mfd that included xm WX and commercial chart cmax and how she could track my flts and even communicate with me in-flight. I even made a comment about how this (expensive) equipment improved my situational awareness. 'How can anyone get lost' with dual vors; GPS; and an mfd that showed just where you were and where you were going? On the way home; we picked up ugn's ATIS which was calling for winds from 010 degrees at 9 KTS; landing on runway 23; which I thought strange given the winds. When we got about 25 mi out; we listened to the tower and found they were landing on runway 5; which made a little better sense. At 20 mi; I called in with the ATIS information and was told to report 4 mi out on a straight-in to runway 14. That made more sense; and I picked up the runway straight ahead. I also heard the tower changing the active to several planes in the pattern from runway 5 to runway 14. Shortly thereafter; another plane reported being about the same distance out. The tower told him to report 4 mi out on a right base to runway 14 and cleared me to land. Ignoring all the equipment on board and fixating on the runway in sight; I had my wife do a thorough scan to our right for the other traffic. On a very short final; I sensed something was wrong; things didn't look right. Just before touchdown; I realized I was landing on runway 14 at enw airport about 10 mi north of ugn. A quick look around for conflicting traffic showed no one in the pattern or on the runway; so I landed and sheepishly called the tower. They guided me to runway 6R (they were landing runway 6R and runway 6L) and was told to call them when I got on the ground at ugn; which I did. Everything on board the plane told me where I was; but I didn't even reference them since I had the (a) runway in sight. After I called the enw tower; I noticed that the cmax had the enw airport on the mfd screen! I have flown into these 2 airports hundreds of times (ugn is home base). I had all the equipment you could put in my plane; but my fixation on the runway and clearance to land superseded everything. I could have used flight following which would have prevented this; but decided not to burden them on such a beautiful clear day. I could have continued to check the GPS distance to the runway; which I would have done if the tower hadn't cleared me to land while I was still 15 mi out. Can't believe I did this.

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Original NASA ASRS Text

Title: BE36 PLT LANDS AT WRONG ARPT.

Narrative: THIS EVENT HAPPENED ON A CAVU DAY. MY WIFE AND I FLEW VFR FROM UGN TO OSH FOR BREAKFAST AND FUEL; ROUGHLY A 45 MIN FLT. A SECOND PURPOSE WAS TO SHOW MY WIFE THE NEW SOFTWARE UPGRADE ON MY MFD THAT INCLUDED XM WX AND COMMERCIAL CHART CMAX AND HOW SHE COULD TRACK MY FLTS AND EVEN COMMUNICATE WITH ME INFLT. I EVEN MADE A COMMENT ABOUT HOW THIS (EXPENSIVE) EQUIP IMPROVED MY SITUATIONAL AWARENESS. 'HOW CAN ANYONE GET LOST' WITH DUAL VORS; GPS; AND AN MFD THAT SHOWED JUST WHERE YOU WERE AND WHERE YOU WERE GOING? ON THE WAY HOME; WE PICKED UP UGN'S ATIS WHICH WAS CALLING FOR WINDS FROM 010 DEGS AT 9 KTS; LNDG ON RWY 23; WHICH I THOUGHT STRANGE GIVEN THE WINDS. WHEN WE GOT ABOUT 25 MI OUT; WE LISTENED TO THE TWR AND FOUND THEY WERE LNDG ON RWY 5; WHICH MADE A LITTLE BETTER SENSE. AT 20 MI; I CALLED IN WITH THE ATIS INFO AND WAS TOLD TO RPT 4 MI OUT ON A STRAIGHT-IN TO RWY 14. THAT MADE MORE SENSE; AND I PICKED UP THE RWY STRAIGHT AHEAD. I ALSO HEARD THE TWR CHANGING THE ACTIVE TO SEVERAL PLANES IN THE PATTERN FROM RWY 5 TO RWY 14. SHORTLY THEREAFTER; ANOTHER PLANE RPTED BEING ABOUT THE SAME DISTANCE OUT. THE TWR TOLD HIM TO RPT 4 MI OUT ON A R BASE TO RWY 14 AND CLRED ME TO LAND. IGNORING ALL THE EQUIP ON BOARD AND FIXATING ON THE RWY IN SIGHT; I HAD MY WIFE DO A THOROUGH SCAN TO OUR R FOR THE OTHER TFC. ON A VERY SHORT FINAL; I SENSED SOMETHING WAS WRONG; THINGS DIDN'T LOOK RIGHT. JUST BEFORE TOUCHDOWN; I REALIZED I WAS LNDG ON RWY 14 AT ENW ARPT ABOUT 10 MI N OF UGN. A QUICK LOOK AROUND FOR CONFLICTING TFC SHOWED NO ONE IN THE PATTERN OR ON THE RWY; SO I LANDED AND SHEEPISHLY CALLED THE TWR. THEY GUIDED ME TO RWY 6R (THEY WERE LNDG RWY 6R AND RWY 6L) AND WAS TOLD TO CALL THEM WHEN I GOT ON THE GND AT UGN; WHICH I DID. EVERYTHING ON BOARD THE PLANE TOLD ME WHERE I WAS; BUT I DIDN'T EVEN REF THEM SINCE I HAD THE (A) RWY IN SIGHT. AFTER I CALLED THE ENW TWR; I NOTICED THAT THE CMAX HAD THE ENW ARPT ON THE MFD SCREEN! I HAVE FLOWN INTO THESE 2 ARPTS HUNDREDS OF TIMES (UGN IS HOME BASE). I HAD ALL THE EQUIP YOU COULD PUT IN MY PLANE; BUT MY FIXATION ON THE RWY AND CLRNC TO LAND SUPERSEDED EVERYTHING. I COULD HAVE USED FLT FOLLOWING WHICH WOULD HAVE PREVENTED THIS; BUT DECIDED NOT TO BURDEN THEM ON SUCH A BEAUTIFUL CLR DAY. I COULD HAVE CONTINUED TO CHK THE GPS DISTANCE TO THE RWY; WHICH I WOULD HAVE DONE IF THE TWR HADN'T CLRED ME TO LAND WHILE I WAS STILL 15 MI OUT. CAN'T BELIEVE I DID THIS.

Data retrieved from NASA's ASRS site as of January 2009 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.