Narrative:

We checked on with pittsburgh approach control with information 'H.' we are given 28L though 28R and 32 are listed in use. We just thought maybe for noise abatement. ATIS information 'I' comes out and we receive that information with no changes to runways in use and no runway closures; few clouds at 050 and 10 SM visibility. First officer is pilot flying with autopilot on and we are in a right downwind to 28L; both localizers are up and working. We get a base turn to heading 190 degree and the first officer picks up the airport and we state airport in sight and get cleared visual to 28L at 3000 feet. The approach is armed and the autopilot captures the localizer and starts turning right then 2 seconds later the autopilot starts a turn left as if its picking up the back course. The first officer disengages the autopilot and turns off the flight director and lines up with the runway we thought was 28L. 28C lights were on high intensity and 28L lights weren't visible at all even at 2 miles as 28C lights were lighting up the south of the airport. I mention I will get a flight director back up and proceed with re-establishing the MCP. When the flight directors are back the localizer course doesn't agree with the runway we thought this is a bad localizer. Since we had visual we continued on the VASI as we got closer to the runway about 2-3 miles were noticed the runway was 28C and pittsburgh tower asked if we were lined up with 28C. We initiated a go-around and made right traffic for 28R and landed uneventfully. I asked tower if he had the 28L lights on and he said they showed on; but were barely visible from right traffic. I am very familiar with pittsburgh and understand the airport layout; but haven't been there in about 3 years. The chain of events started with the initial capture of 28L; but when the autopilot started a turn left away from the localizer and we had to disengage the autopilot and flight director. As we started back to the right 28C was the only visible runway from right traffic. Thus we lined up with the wrong runway when we went without the electronic information. If the initial capture of the 28L localizer and 28L being properly lit this start of the chain of events could have been avoided. Also the electronic information is still needed in visual conditions; but is less trusted if there is an initial error with it. The fact that this was a clear night and the airport in sight is the another reason were would question the localizer course once we re-established it

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Original NASA ASRS Text

Title: CRJ900 crew was cleared for a visual to Runway 28L at PIT; but lined up for Runway 28C before the error was discovered by both Tower and the crew. A go around ensued; followed by an uneventful landing on Runway 28L.

Narrative: We checked on with Pittsburgh Approach Control with information 'H.' We are given 28L though 28R and 32 are listed in use. We just thought maybe for noise abatement. ATIS information 'I' comes out and we receive that information with no changes to runways in use and no runway closures; few clouds at 050 and 10 SM visibility. First Officer is pilot flying with autopilot on and we are in a right downwind to 28L; both localizers are up and working. We get a base turn to heading 190 degree and the First Officer picks up the airport and we state airport in sight and get cleared visual to 28L at 3000 feet. The approach is armed and the autopilot captures the localizer and starts turning right then 2 seconds later the autopilot starts a turn left as if its picking up the back course. The First Officer disengages the autopilot and turns off the flight director and lines up with the runway we thought was 28L. 28C lights were on high intensity and 28L lights weren't visible at all even at 2 miles as 28C lights were lighting up the south of the airport. I mention I will get a flight director back up and proceed with re-establishing the MCP. When the flight directors are back the localizer course doesn't agree with the runway we thought this is a bad localizer. Since we had visual we continued on the VASI as we got closer to the runway about 2-3 miles were noticed the runway was 28C and Pittsburgh Tower asked if we were lined up with 28C. We initiated a go-around and made right traffic for 28R and landed uneventfully. I asked Tower if he had the 28L lights on and he said they showed on; but were barely visible from right traffic. I am very familiar with Pittsburgh and understand the airport layout; but haven't been there in about 3 years. The chain of events started with the initial capture of 28L; but when the autopilot started a turn left away from the localizer and we had to disengage the autopilot and flight director. As we started back to the right 28C was the only visible runway from right traffic. Thus we lined up with the wrong runway when we went without the electronic information. If the initial capture of the 28L localizer and 28L being properly lit this start of the chain of events could have been avoided. Also the electronic information is still needed in visual conditions; but is less trusted if there is an initial error with it. The fact that this was a clear night and the airport in sight is the another reason were would question the localizer course once we re-established it

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.