Narrative:

It was a mid shift and both controllers were sitting at adjacent radar scopes. One controller was working all positions. There were only 2 aircraft on frequency; both arrivals from the north. The weather was good except for some moderate haze at the surface; with a visibility of 6 miles. Previous aircraft had reported the airport in sight about 15 miles from the airport. The first of the two arrivals was a jet; the second aircraft was a turboprop. Runway 34L was closed and 34R and 35 were the active runways. The wind was calm so the controller offered both aircraft a straight in approach to runway 17 to save fight time; and both accepted. The controller told the jet to proceed direct to slc airport which put him roughly straight in; maybe 20 degrees west of the localizer to runway 17. The controller descended the jet to 6000 which was the MVA and asked him to report the airport in sight. He finally reported the airport in sight about 8 miles north of the airport and was cleared for a visual approach to runway 17. The jet made a 30 or 40 degree left turn which looked like a modified base leg to line up for runway 17. The controller attempted frequency change to the tower but there was no response. About then the jet made a right turn and lined up for runway 16R about 6 miles from the airport. The controller broadcast that the aircraft was lined up for a closed runway and to go-around. There was no response and I told him to broadcast again but on 121.5 also; again no response. The controller called the tower and asked if he was talking to the aircraft. The tower said that he was not talking to him but was also aware of the aircraft approaching the closed runway. The tower controller had called the airport coordinator who was on the closed runway with men and equipment and advised him of the situation and asked them to clear the runway. They reported clear when the jet was on one or two mile final. The jet descended to 4700 before starting a climb. We reestablished two-way communication when the jet was two miles south of the airport climbing out. The pilot phoned the TRACON after he landed and said that he and the copilot had some equipment problems which resulted in losing radios and that something in the aircraft alerted them to the wrong runway. He also stated that the runway lights were on very bright to the closed runway which contributed to his misidentification of the runway. The men and equipment were working on the lights. Recommendation; asking tower to change the localizer in such cases and vector aircraft to join the localizer outside the approach gate.

Related reports:

Google
 

Original NASA ASRS Text

Title: S56 controller described an event involving an aircraft issued a visual approach to Runway 17 at SLC but initiated an approach to a closed Runway 16R; failing to respond to ATC calls; the aircraft eventually executed a go around and contacted the TRACON.

Narrative: It was a mid shift and both controllers were sitting at adjacent RADAR scopes. One controller was working all positions. There were only 2 aircraft on frequency; both arrivals from the north. The weather was good except for some moderate haze at the surface; with a visibility of 6 miles. Previous aircraft had reported the airport in sight about 15 miles from the airport. The first of the two arrivals was a jet; the second aircraft was a turboprop. Runway 34L was closed and 34R and 35 were the active runways. The wind was calm so the controller offered both aircraft a straight in approach to Runway 17 to save fight time; and both accepted. The controller told the jet to proceed direct to SLC airport which put him roughly straight in; maybe 20 degrees west of the localizer to Runway 17. The controller descended the jet to 6000 which was the MVA and asked him to report the airport in sight. He finally reported the airport in sight about 8 miles north of the airport and was cleared for a visual approach to Runway 17. The jet made a 30 or 40 degree left turn which looked like a modified base leg to line up for Runway 17. The controller attempted frequency change to the Tower but there was no response. About then the jet made a right turn and lined up for Runway 16R about 6 miles from the airport. The controller broadcast that the aircraft was lined up for a closed runway and to go-around. There was no response and I told him to broadcast again but on 121.5 also; again no response. The controller called the Tower and asked if he was talking to the aircraft. The Tower said that he was not talking to him but was also aware of the aircraft approaching the closed runway. The Tower controller had called the airport coordinator who was on the closed runway with men and equipment and advised him of the situation and asked them to clear the runway. They reported clear when the jet was on one or two mile final. The jet descended to 4700 before starting a climb. We reestablished two-way communication when the jet was two miles south of the airport climbing out. The pilot phoned the TRACON after he landed and said that he and the copilot had some equipment problems which resulted in losing radios and that something in the aircraft alerted them to the wrong runway. He also stated that the runway lights were on very bright to the closed runway which contributed to his misidentification of the runway. The men and equipment were working on the lights. Recommendation; asking Tower to change the localizer in such cases and vector aircraft to join the localizer outside the approach gate.

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.