Narrative:

While in IMC being vectored to the slc ILS 34R approach; I was told to intercept the ILS 34R localizer at 7000 ft. And I was cleared for the approach. While I was tracking to what I believed to be the 34R localizer I was told by slc approach control that I had flown past the localizer. She told me to cancel the approach clearance and gave me a new heading and altitude to climb to so she could get me around to try the approach again; which I complied with. As she routed me with vectors the second time I was told to intercept the localizer 34R again. The same thing happened the second time. I was told by the controller that I had flown past the localizer course again. She asked me if I could see the runway. I told her I had the runway in sight and she cleared me for a visual approach for runway 34R. But she told me I was lined up for 34L. She then cleared me for runway 34L visual approach; handed me off the tower controller who cleared me to land 34L; which I did. These deviations were a result of a navigation equipment input error. During the initial approach into slc I was told I would be routed to runway 17; so I loaded the approach into the G1000 system. Later; as I was told I'd be using the ILS 34R approach; I loaded the ILS 34R approach into the G1000 system. It is my habit to inspect the localizer frequency that the G1000 loads automatically into the system after the approach is selected; to ensure that it has loaded the correct frequency; but I did not do this for these approaches. If I had; I would have seen that the G1000 retained the localizer frequency for the ILS 17 approach instead of the correct ILS 34R localizer frequency. This caused me to deviate from the controller's instruction to intercept the ILS 34R localizer.

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Original NASA ASRS Text

Title: A C400 pilot was unsuccessfully vectored twice to intercept an ILS approach after which the pilot discovered the frequency for the ILS to a parallel runway was still tuned in his GPS navigation system.

Narrative: While in IMC being vectored to the SLC ILS 34R approach; I was told to intercept the ILS 34R localizer at 7000 ft. and I was cleared for the approach. While I was tracking to what I believed to be the 34R localizer I was told by SLC Approach Control that I had flown past the localizer. She told me to cancel the approach clearance and gave me a new heading and altitude to climb to so she could get me around to try the approach again; which I complied with. As she routed me with vectors the second time I was told to intercept the localizer 34R again. The same thing happened the second time. I was told by the controller that I had flown past the localizer course again. She asked me if I could see the runway. I told her I had the runway in sight and she cleared me for a visual approach for Runway 34R. But she told me I was lined up for 34L. She then cleared me for Runway 34L visual approach; handed me off the Tower Controller who cleared me to land 34L; which I did. These deviations were a result of a navigation equipment input error. During the initial approach into SLC I was told I would be routed to Runway 17; so I loaded the approach into the G1000 system. Later; as I was told I'd be using the ILS 34R approach; I loaded the ILS 34R approach into the G1000 system. It is my habit to inspect the localizer frequency that the G1000 loads automatically into the system after the approach is selected; to ensure that it has loaded the correct frequency; but I did not do this for these approaches. If I had; I would have seen that the G1000 retained the localizer frequency for the ILS 17 approach instead of the correct ILS 34R localizer frequency. This caused me to deviate from the Controller's instruction to intercept the ILS 34R localizer.

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.