Narrative:

ATC advised us we were #2 for pwk, expect a visual approach, and asked if we were in IMC conditions at 3000'. We advised we were VMC at the base of a scattered layer and acknowledged #2 behind another light transport making a visual into pwk. ATC cleared us to 2500' and advised us the airport 6 mi, 11:30-12 O'clock and that we could go over to pwk whenever we had a visual. At that time the captain cancelled and I asked ATC about the light transport traffic and which runway they used. He advised me that he had a cancellation on the ground and that he had used runway 34. At this time we completed all appropriate checklist items and I was looking for traffic and calling pwk unicom for advisories. At the same time the captain had lost his visual with the airport so I tuned in the localizer for 16 and advised that we would get a swing when we flew north of the airport and that would put us into position for a left downwind for 34 and let us clear the runway visually of any traffic. At the time this was going on the captain advised me the needle had swung and I looked south and at 9 O'clock to where the airport should be. I saw the runway and we turned overhead to visually check the runway for traffic and set up for a downwind for 34. We still were unable to receive any advisories and completed landing checklist items, then I watched for traffic and any other traffic coming off pwk. All visual signs indicated we were at pwk, however once we landed the captain realized we were at glenview naval air station. We should have asked for the full approach even though it was good visibility, not cancelled IFR, and I as a first officer should have backed up the approach with foster giga data, VOR data, localizer data and ATC. Supplemental information from acn 81933: had northbook VOR tuned in and ILS 16 at pwk. Passed over north end of airport and turned downwind. Reconfirmed that the runway layout was pwk.

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Original NASA ASRS Text

Title: GA LTT LNDG AT WRONG ARPT.

Narrative: ATC ADVISED US WE WERE #2 FOR PWK, EXPECT A VISUAL APCH, AND ASKED IF WE WERE IN IMC CONDITIONS AT 3000'. WE ADVISED WE WERE VMC AT THE BASE OF A SCATTERED LAYER AND ACKNOWLEDGED #2 BEHIND ANOTHER LTT MAKING A VISUAL INTO PWK. ATC CLRED US TO 2500' AND ADVISED US THE ARPT 6 MI, 11:30-12 O'CLOCK AND THAT WE COULD GO OVER TO PWK WHENEVER WE HAD A VISUAL. AT THAT TIME THE CAPT CANCELLED AND I ASKED ATC ABOUT THE LTT TFC AND WHICH RWY THEY USED. HE ADVISED ME THAT HE HAD A CANCELLATION ON THE GND AND THAT HE HAD USED RWY 34. AT THIS TIME WE COMPLETED ALL APPROPRIATE CHKLIST ITEMS AND I WAS LOOKING FOR TFC AND CALLING PWK UNICOM FOR ADVISORIES. AT THE SAME TIME THE CAPT HAD LOST HIS VISUAL WITH THE ARPT SO I TUNED IN THE LOC FOR 16 AND ADVISED THAT WE WOULD GET A SWING WHEN WE FLEW N OF THE ARPT AND THAT WOULD PUT US INTO POS FOR A LEFT DOWNWIND FOR 34 AND LET US CLR THE RWY VISUALLY OF ANY TFC. AT THE TIME THIS WAS GOING ON THE CAPT ADVISED ME THE NEEDLE HAD SWUNG AND I LOOKED S AND AT 9 O'CLOCK TO WHERE THE ARPT SHOULD BE. I SAW THE RWY AND WE TURNED OVERHEAD TO VISUALLY CHK THE RWY FOR TFC AND SET UP FOR A DOWNWIND FOR 34. WE STILL WERE UNABLE TO RECEIVE ANY ADVISORIES AND COMPLETED LNDG CHKLIST ITEMS, THEN I WATCHED FOR TFC AND ANY OTHER TFC COMING OFF PWK. ALL VISUAL SIGNS INDICATED WE WERE AT PWK, HOWEVER ONCE WE LANDED THE CAPT REALIZED WE WERE AT GLENVIEW NAVAL AIR STATION. WE SHOULD HAVE ASKED FOR THE FULL APCH EVEN THOUGH IT WAS GOOD VIS, NOT CANCELLED IFR, AND I AS A F/O SHOULD HAVE BACKED UP THE APCH WITH FOSTER GIGA DATA, VOR DATA, LOC DATA AND ATC. SUPPLEMENTAL INFO FROM ACN 81933: HAD NORTHBOOK VOR TUNED IN AND ILS 16 AT PWK. PASSED OVER N END OF ARPT AND TURNED DOWNWIND. RECONFIRMED THAT THE RWY LAYOUT WAS PWK.

Data retrieved from NASA's ASRS site as of August 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.