Narrative:

The flight was to ads. The IFR clearance I received from clearance delivery was: ....dumpy 3 arrival kads 3;000 ft expect 8;000 ft in 10 minutes squawk XXXX. I flew the flight to ads IFR and in communication with all the ATC controllers along the route. I was told by fort worth center to contact dfw regional approach/departure and I did so. When in contact with dfw regional approach/departure I was instructed to descend to 5;000 ft; and given the current altimeter setting by the dfw controller. When I was approximately 10 nautical miles southeast of the ads airport; and after looking for the ads airport beacon and runway lights; which I had brought to high intensive by clicking my 'mike switch' three times on tower; I finally had the ads airport in sight at 11:00 o'clock about 6 NM. I entered a left downwind for runway 15 at ads on a heading of 335 degrees and approximately one 1.5 NM east of the runway; keeping the runway insight the entire time; I was still in contact with the dfw regional approach/departure controller. I informed dfw regional approach/departure ATC that I had ads airport in sight. The controller gave me the current ATIS weather at dallas love field; (due to ads tower being closed; there was no ATIS report). After reporting to ATC I had the ads airport insight; the ATC controller requested I cancel IFR so I agreed to cancel the IFR flight plan. The controller then told me to come to a heading of 320 degrees and maintain my attitude of 3;000 ft. This cancellation; allowed ATC to land a challenger jet aircraft ahead of me. This radar vector of 320 degrees given to me by ATC caused me to fly directly over the center of ads airport then the controller had me proceed at least 10 NM northwest; with ads airport directly behind the rear of the aircraft. In this position I could not keep ads in sight. This radar vector put me out over lewisville lake which essentially has no lights on the surface; a black hole. I flew that heading; until the ATC control instructed me to make a right turn to a southeast heading back to ads to land. From all direction/s around the airport; the lights of the tall buildings; roads and towers made it very hard to see the ads airport beacon and runway lights. By the time I made a right turn far enough back to intercept the runway heading; my search for the runway at ads was hampered due to all the building lights; streets lights and could not see the airport beacon light or runway lights; as well; in the area of the airport. After searching for a minute or two; I identified a runway in front of the plane and thinking it was ads headed for it. My passenger also a pilot; a veteran of many years of flying; also felt that we were headed for the appropriate runway/airport. On final; I recognized the blue lights on the FBO and knew I was not at ads but dal. I started a missed-approached and as I was climbing to 2;000 ft I contacted the dfw regional approach/departure controller that I was in radar control with; and asked for vectors back to ads. He gave me a heading and an altitude of 2;500 back towards ads. Soon as I had ads airport insight; I informed the controller I had ads airport insight and was ready to start my approach to the airport. As he cleared me for the visual approach; he told me to call the dallas love tower after landing at ads. He gave me their phone number. I proceed with the landing and touched down at ads. When I parked the aircraft in front of the hangar; I called the tower and told the same as above. The tower controllers at dal advised me that they were unaware of my presence in the vicinity of dal. Throughout this entire time I was under radar surveillance and control squawking the assigned IFR code on my encoding altimeter. At no time did I receive any transmission from the controller until I contacted him after aborting the approach to dal. As you can see I have logged over 9;000 hours of flying during some 30 years of flying in far 121; far 135 and far 91 operations.this is the only time I have had the experience of being involved in what I understand to be an air traffic control 'systems error'. It is curious to me how I can; at night; while under radar surveillance and control be vectored away from my destination airport; thus placing it at my back; then instructed to turn back to my destination airport and be allowed the proceed to another airport in class B airspace without ever being questioned about my intentions or even asking if I have the destination airport in sight.

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Original NASA ASRS Text

Title: IFR BE-33 pilot and pilot rated passenger described an incorrect line up with DFW runways during attempts to land at ADS; claiming ATC handling was confusing and led to the incorrect airport identification.

Narrative: The flight was to ADS. The IFR clearance I received from Clearance Delivery was: ....Dumpy 3 Arrival KADS 3;000 FT expect 8;000 FT in 10 minutes Squawk XXXX. I flew the flight to ADS IFR and in communication with all the ATC Controllers along the route. I was told by Fort Worth Center to contact DFW Regional Approach/Departure and I did so. When in contact with DFW Regional Approach/Departure I was instructed to descend to 5;000 FT; and given the current altimeter setting by the DFW Controller. When I was approximately 10 nautical miles southeast of the ADS airport; and after looking for the ADS airport beacon and runway lights; which I had brought to high intensive by clicking my 'Mike Switch' three times on Tower; I finally had the ADS airport in sight at 11:00 o'clock about 6 NM. I entered a left downwind for Runway 15 at ADS on a heading of 335 degrees and approximately one 1.5 NM east of the runway; keeping the runway insight the entire time; I was still in contact with the DFW Regional Approach/Departure Controller. I informed DFW Regional Approach/Departure ATC that I had ADS airport in sight. The Controller gave me the current ATIS weather at Dallas Love Field; (due to ADS Tower being closed; there was no ATIS report). After reporting to ATC I had the ADS airport insight; the ATC Controller requested I cancel IFR so I agreed to cancel the IFR flight plan. The Controller then told me to come to a heading of 320 degrees and maintain my attitude of 3;000 FT. This cancellation; allowed ATC to land a Challenger jet aircraft ahead of me. This RADAR vector of 320 degrees given to me by ATC caused me to fly directly over the center of ADS airport then the Controller had me proceed at least 10 NM northwest; with ADS airport directly behind the rear of the aircraft. In this position I could not keep ADS in sight. This RADAR vector put me out over Lewisville Lake which essentially has no lights on the surface; a black hole. I flew that heading; until the ATC Control instructed me to make a right turn to a southeast heading back to ADS to land. From all direction/s around the airport; the lights of the tall buildings; roads and towers made it very hard to see the ADS Airport beacon and runway lights. By the time I made a right turn far enough back to intercept the runway heading; my search for the runway at ADS was hampered due to all the building lights; streets lights and could not see the airport beacon light or runway lights; as well; in the area of the airport. After searching for a minute or two; I identified a runway in front of the plane and thinking it was ADS headed for it. My passenger also a pilot; a veteran of many years of flying; also felt that we were headed for the appropriate runway/airport. On final; I recognized the blue lights on the FBO and knew I was not at ADS but DAL. I started a missed-approached and as I was climbing to 2;000 FT I contacted the DFW Regional Approach/Departure Controller that I was in RADAR control with; and asked for vectors back to ADS. He gave me a heading and an altitude of 2;500 back towards ADS. Soon as I had ADS airport insight; I informed the Controller I had ADS airport insight and was ready to start my approach to the airport. As he cleared me for the visual approach; he told me to call the Dallas Love Tower after landing at ADS. He gave me their phone number. I proceed with the landing and touched down at ADS. When I parked the aircraft in front of the hangar; I called the Tower and told the same as above. The Tower Controllers at DAL advised me that they were unaware of my presence in the vicinity of DAL. Throughout this entire time I was under RADAR surveillance and control squawking the assigned IFR code on my encoding altimeter. At no time did I receive any transmission from the Controller until I contacted him after aborting the approach to DAL. As you can see I have logged over 9;000 hours of flying during some 30 years of flying in FAR 121; FAR 135 and FAR 91 operations.This is the only time I have had the experience of being involved in what I understand to be an Air Traffic Control 'SYSTEMS ERROR'. It is curious to me how I can; at night; while under RADAR surveillance and control be vectored away from my destination airport; thus placing it at my back; then instructed to turn back to my destination airport and be allowed the proceed to another airport in Class B airspace without ever being questioned about my intentions or even asking if I have the destination airport in sight.

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.