Narrative:

This report is to explain that after the missed approach point on the jfk runway 13L (canarsie) approach; we saw the first set of lead in lights; but lost the second set in a broken layer of clouds. A second later; we saw the runway end lights; went visual on the VASI; and continued to land. The problem was that we were lined up for 13R; but due to the quick thinking from kennedy tower; they responded with a clearance to land on 13R; so we continued on and landed. We feel it would be appropriate to explain the events that lead up to this to help others in case the situation arises again. At FL390; about 10 minutes before we started our descent; the captain (flying pilot) briefed the jfk VOR runway 13L approach after checking the current ATIS; which was close to the forecast weather of 14019g25kt/3SM/RA/br/BKN008/OVC020/ws. The visibility was better than the 2 1/4 SM needed; so we continued the brief with the runway description on [the charts] for runway 13L of HIRL/cl/alsf-ii/ldin/TDZ/VASI. He noted that approach was for both runways 13L and 13R; and that they both had ldin (lights); but only 13L had a VASI. (I mention this because this caused us to turn to the wrong runway in the br/mist and broken layers of clouds. At 5 SM southeast of asalt; kennedy approach turned us to a heading of 340; slow to 180 KTS/maintain 3;000 ft over asalt/cleared the VOR ILS 13L approach and to contact kennedy tower at asalt. Passing asalt; kennedy tower cleared us to land on runway 13L and advised us of windshear from 700 ft to the surface of plus or minus 10 KTS airspeed. The ATIS changed to a special with similar conditions except the ovc was at 3;000 ft. Passing the final approach fix of cri (canarsie) VOR; the plane was stable and descending through broken layers of clouds; moderate rain; and in early morning light conditions. We slowly started our right turn to the east to land on runway 13L and [into] the coming sunrise. As we approached the map (dmyhl/cri 041R at 2.6 DME); we saw the first set of ldin (lights) with good ground contact; so we continued using 600 ft on the VASI. We went through a broken layer for a second and lost the second ldin lights; but kept ground contact. As the pilot not flying; I looked left and right and immediately saw the HIRL/cl/VASI; so I called the runway on the right. The captain (pilot flying) called visual too and on the VASI. Kennedy tower immediately came up and called cleared to land runway 13R (at 650-700 ft). We continued and landed safely. As for what we believe caused the event; [this] can easily be covered with the fact that if it was not for the broken layers or overcast conditions; the mist; the turbulence due to strong gusting winds; the possible windshear conditions; the landing to the east at sunrise; the VASI on the runway that did not show one on the airport page; or the morning light that washed out the lead in lights; we would have noticed that we had lined up for the wrong runway sooner (I say possible windshear because the airspeed was only plus or minus 10 KTS and this could be accounted for as turbulence and gusting conditions). To prevent a recurrence or to correct the situation; we believe when conditions become this questionable; the ILS 13L would have been a better approach to use.

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Original NASA ASRS Text

Title: A B757 crew flew a JFK VOR 13 approach with Runway 13L landing clearance but lined up on Runway 13R because dawn lighting; turbulence; the available VASI and a broken cloud layer made Runway 13L less visible.

Narrative: This report is to explain that after the missed approach point on the JFK Runway 13L (Canarsie) approach; we saw the first set of lead in lights; but lost the second set in a broken layer of clouds. A second later; we saw the runway end lights; went visual on the VASI; and continued to land. The problem was that we were lined up for 13R; but due to the quick thinking from Kennedy Tower; they responded with a clearance to land on 13R; so we continued on and landed. We feel it would be appropriate to explain the events that lead up to this to help others in case the situation arises again. At FL390; about 10 minutes before we started our descent; the Captain (flying pilot) briefed the JFK VOR Runway 13L approach after checking the current ATIS; which was close to the forecast weather of 14019G25KT/3SM/RA/BR/BKN008/OVC020/WS. The visibility was better than the 2 1/4 SM needed; so we continued the brief with the runway description on [the charts] for Runway 13L of HIRL/CL/ALSF-II/LDIN/TDZ/VASI. He noted that approach was for both Runways 13L and 13R; and that they both had LDIN (lights); but only 13L had a VASI. (I mention this because this caused us to turn to the wrong runway in the BR/Mist and broken layers of clouds. At 5 SM southeast of ASALT; Kennedy Approach turned us to a heading of 340; slow to 180 KTS/maintain 3;000 FT over ASALT/cleared the VOR ILS 13L approach and to contact Kennedy Tower at ASALT. Passing ASALT; Kennedy Tower cleared us to land on Runway 13L and advised us of windshear from 700 FT to the surface of plus or minus 10 KTS airspeed. The ATIS changed to a special with similar conditions except the OVC was at 3;000 FT. Passing the final approach fix of CRI (Canarsie) VOR; the plane was stable and descending through broken layers of clouds; moderate rain; and in early morning light conditions. We slowly started our right turn to the east to land on Runway 13L and [into] the coming sunrise. As we approached the MAP (DMYHL/CRI 041R at 2.6 DME); we saw the first set of LDIN (lights) with good ground contact; so we continued using 600 FT on the VASI. We went through a broken layer for a second and lost the second LDIN lights; but kept ground contact. As the pilot not flying; I looked left and right and immediately saw the HIRL/CL/VASI; so I called the runway on the right. The Captain (pilot flying) called visual too and on the VASI. Kennedy Tower immediately came up and called cleared to land Runway 13R (at 650-700 FT). We continued and landed safely. As for what we believe caused the event; [this] can easily be covered with the fact that if it was not for the broken layers or overcast conditions; the mist; the turbulence due to strong gusting winds; the possible windshear conditions; the landing to the east at sunrise; the VASI on the runway that did not show one on the airport page; or the morning light that washed out the lead in lights; we would have noticed that we had lined up for the wrong runway sooner (I say possible windshear because the airspeed was only plus or minus 10 KTS and this could be accounted for as turbulence and gusting conditions). To prevent a recurrence or to correct the situation; we believe when conditions become this questionable; the ILS 13L would have been a better approach to use.

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.