Narrative:

The day started at iad. We sat at the FBO until our first leg to phf four hours later. We were there an hour and a half then we took off for teb with passengers on the leg in question. Worth noting is the fact that both of us were awakened a number of times the previous two nights due to loud people coming and going through the night from weddings and parties. Add to that; sitting at the FBO for two hours; which I'm sure you've heard many times; contributes to being tired. We had casual conversation about being tired from sitting around after the past two nights sleep but I didn't think it would be an issue for two legs and the first officer didn't say he was too tired to go. After we debriefed the situation between ourselves; I think we both agreed that fatigue could have contributed to the issue. As we flew into teb 'descend via' on the jaike 2 arrival; the ATIS called for ILS RWY19. It also noted 'arrivals runway 24 and 19'. The best we could remember; 2 and maybe 3 different approach controllers said expect ILS approach runway 19; with no mention of 24. The last approach controller I spoke with was vectoring us around for ILS 19 and asked if we had the airport a couple times. When I told him we saw it; I believe he said; 'cleared for the visual' to which I repeated; 'cleared for the visual 19'. We heard no reply to that. He then switched us to tower. I've always been a stickler for verifying runways at takeoff and landing by using the heading bug/CDI/navigation indication to verify the runway. I never thought I would ever file a report for this. On this particular approach; I didn't have my CDI/navigation lined up on the runway as I usually would because the first officer expressed concern about getting the missed procedure right in case we have to go around. We were trying to be extra prepared due to all the issues at teb. So I set the #1 navigation and pfd displaying the missed radial (280?) off the VOR so we had an initial reference to shoot for in case of go around. I wouldn't have done that if it was IMC but I guess I felt comfortable with it since it was clear. We followed the ILS 19 indications into the airport and when we were on short final; the tower said; 'are you landing 19?' I replied with; 'do you need us to go around?' he replied with; 'you were supposed to land 24. You're cleared to land 19'. With tremendous surprise; the copilot and I looked at each other and I think we both said at the same time; 'I never heard 24.' after he cleared us 19; the winds came to mind immediately and I did a quick calculation in my head and felt we were ok as far as crosswind or tailwind. We continued the approach to 19 and landed without incident. It really shook both of us up because we both try so hard to be alert to everything and do it right. It took most of our attention because we were felt strongly that we never heard '24.' in fact; as we cleared the runway; I made a comment; 'we need to get our heads on taxiing to the FBO.'

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Original NASA ASRS Text

Title: Inbound to TEB a Cessna 560 flight crew makes a visual approach to Runway 19 vice 24 as cleared.

Narrative: The day started at IAD. We sat at the FBO until our first leg to PHF four hours later. We were there an hour and a half then we took off for TEB with passengers on the leg in question. Worth noting is the fact that both of us were awakened a number of times the previous two nights due to loud people coming and going through the night from weddings and parties. Add to that; sitting at the FBO for two hours; which I'm sure you've heard many times; contributes to being tired. We had casual conversation about being tired from sitting around after the past two nights sleep but I didn't think it would be an issue for two legs and the First Officer didn't say he was too tired to go. After we debriefed the situation between ourselves; I think we both agreed that fatigue could have contributed to the issue. As we flew into TEB 'Descend via' on the JAIKE 2 Arrival; the ATIS called for ILS RWY19. It also noted 'Arrivals Runway 24 and 19'. The best we could remember; 2 and maybe 3 different approach controllers said expect ILS Approach Runway 19; with no mention of 24. The last approach controller I spoke with was vectoring us around for ILS 19 and asked if we had the airport a couple times. When I told him we saw it; I believe he said; 'cleared for the visual' to which I repeated; 'cleared for the Visual 19'. We heard no reply to that. He then switched us to tower. I've always been a stickler for verifying runways at takeoff and landing by using the heading bug/CDI/NAV indication to verify the runway. I never thought I would ever file a report for this. On this particular approach; I didn't have my CDI/NAV lined up on the RWY as I usually would because the First Officer expressed concern about getting the Missed procedure right in case we have to go around. We were trying to be extra prepared due to all the issues at TEB. So I set the #1 NAV and PFD displaying the missed radial (280?) off the VOR so we had an initial reference to shoot for in case of go around. I wouldn't have done that if it was IMC but I guess I felt comfortable with it since it was clear. We followed the ILS 19 indications into the airport and when we were on short final; the tower said; 'Are you landing 19?' I replied with; 'Do you need us to go around?' He replied with; 'You were supposed to land 24. You're cleared to land 19'. With tremendous surprise; the copilot and I looked at each other and I think we both said at the same time; 'I never heard 24.' After he cleared us 19; the winds came to mind immediately and I did a quick calculation in my head and felt we were ok as far as crosswind or tailwind. We continued the approach to 19 and landed without incident. It really shook both of us up because we both try so hard to be alert to everything and do it right. It took most of our attention because we were felt strongly that we never heard '24.' In fact; as we cleared the runway; I made a comment; 'we need to get our heads on taxiing to the FBO.'

Data retrieved from NASA's ASRS site as of April 2012 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.