Narrative:

Arriving arlin arrival. Cleared visual approach runway 25L. Handed off to tower. Made contact and obtained landing clearance on runway 25L. Tower asked if we would like 'the right?' we responded 'affirmative.' tower cleared us to land runway 25R. We acknowledged landing clearance. I; as PF; maneuvered manually (autopilot off) to land runway 26. I commanded 'flight directors off; bring up the bird.' we had completed landing checklist previously. Meanwhile pilot monitoring was clearing mcdu and adjusting FCU. As we maneuvered to line up for runway 26; both pilots realized we were actually cleared for landing on runway 25R. Simultaneously tower queried us on whether we were landing 26 or 25R. We realized our error and corrected visual glide path to land on runway 25R. The correction was made at about 2.5 NM from the runway 25R threshold and a normal visual approach to landing was made within company approach parameters. After landing we were asked to contact phx tower by phone. We did so and no further action was indicated; just a clarification. Throughout this narrative I use the term 'we' as this flight was operated as a 2 pilot flight. However; as captain and PF; I accept full responsibility for this deviation. Flight crew made visual approach and landing within normal company and FAA parameters. No emergency authority required or exercised. As a flight crew; there can never be too much crosschecking and verification. While normal approach parameters were adhered to; there can never be any questions left as to any clearance.

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Original NASA ASRS Text

Title: A320 FLT CREW CLRED TO LAND ON RWY 25L AT PHX IS OFFERED 25R AND ACCEPTS. FLT CREW THEN LINES UP WITH RWY 26 BEFORE REALIZING THEIR MISTAKE AT 2.5 NM AND LINING UP WITH 25R.

Narrative: ARRIVING ARLIN ARR. CLRED VISUAL APCH RWY 25L. HANDED OFF TO TOWER. MADE CONTACT AND OBTAINED LNDG CLRNC ON RWY 25L. TOWER ASKED IF WE WOULD LIKE 'THE RIGHT?' WE RESPONDED 'AFFIRMATIVE.' TOWER CLRED US TO LAND RWY 25R. WE ACKNOWLEDGED LNDG CLRNC. I; AS PF; MANEUVERED MANUALLY (AUTOPILOT OFF) TO LAND RWY 26. I COMMANDED 'FLIGHT DIRECTORS OFF; BRING UP THE BIRD.' WE HAD COMPLETED LNDG CHKLIST PREVIOUSLY. MEANWHILE PILOT MONITORING WAS CLRING MCDU AND ADJUSTING FCU. AS WE MANEUVERED TO LINE UP FOR RWY 26; BOTH PILOTS REALIZED WE WERE ACTUALLY CLRED FOR LNDG ON RWY 25R. SIMULTANEOUSLY TOWER QUERIED US ON WHETHER WE WERE LNDG 26 OR 25R. WE REALIZED OUR ERROR AND CORRECTED VISUAL GLIDE PATH TO LAND ON RWY 25R. THE CORRECTION WAS MADE AT ABOUT 2.5 NM FROM THE RWY 25R THRESHOLD AND A NORMAL VISUAL APCH TO LNDG WAS MADE WITHIN COMPANY APCH PARAMETERS. AFTER LNDG WE WERE ASKED TO CONTACT PHX TOWER BY PHONE. WE DID SO AND NO FURTHER ACTION WAS INDICATED; JUST A CLARIFICATION. THROUGHOUT THIS NARRATIVE I USE THE TERM 'WE' AS THIS FLIGHT WAS OPERATED AS A 2 PILOT FLIGHT. HOWEVER; AS CAPT AND PF; I ACCEPT FULL RESPONSIBILITY FOR THIS DEVIATION. FLIGHT CREW MADE VISUAL APCH AND LNDG WITHIN NORMAL COMPANY AND FAA PARAMETERS. NO EMER AUTHORITY REQUIRED OR EXERCISED. AS A FLIGHT CREW; THERE CAN NEVER BE TOO MUCH CROSSCHECKING AND VERIFICATION. WHILE NORMAL APCH PARAMETERS WERE ADHERED TO; THERE CAN NEVER BE ANY QUESTIONS LEFT AS TO ANY CLRNC.

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.