Narrative:

On our arrival into aao; ATC had delayed our decent and I needed in excess of 2;500 FPM to arrive at an acceptable altitude to perform a visual approach into aao. Due to the close proximity of aao and bec I asked the captain (pm) to give me an extended centerline. He was having problems getting that (he is new to the xl and is still having to use the cheat sheet to get an extended centerline) so I asked for direct to the final approach fix. I configured the aircraft and was descending to about 2000 feet AGL. We had both seen what we thought was the airport and I was concerned as the CDI indications did not agree. I asked if that was the correct airport and he said yes. I was not getting a centered CDI to I arrested the decent by adding power and leveling off about 2000 AGL. At that point we both saw the correct runway and it made sense with the CDI and location so I continued on the right base and made a normal approach and landing. To complicate all of this was several aircraft ahead of us making position calls to both airports and one not identifying which airport. That distraction was significant as we could identify only the aircraft on base to aao who was properly making his calls. Both jabara and beech share the same CTAF when the beech tower is closed. The FBO customer service individual said that there is always confusion at night. Most airplanes do not specify which airport they are using. This was day 6 and at the end of a 13+ hour day and the fourth leg after an approach into ase; missed approach and divert. Due to the close proximity to each other; and the fact that both airports share the same CTAF; there needs to be a cautionary note advising extra caution when flying to aao. Included should be that many aircraft do not identify the airport they are planning to land. At night the distraction of looking for that traffic when low and slow can be significant.

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Original NASA ASRS Text

Title: CE560 First Officer describes confusion during a night visual approach to AAO caused by other traffic at BEC; which uses the same CTAF. Not all traffic was stating the airport name in their CTAF reports.

Narrative: On our arrival into AAO; ATC had delayed our decent and I needed in excess of 2;500 FPM to arrive at an acceptable altitude to perform a visual approach into AAO. Due to the close proximity of AAO and BEC I asked the Captain (PM) to give me an extended centerline. He was having problems getting that (He is new to the XL and is still having to use the cheat sheet to get an extended centerline) so I asked for direct to the Final Approach fix. I configured the aircraft and was descending to about 2000 feet AGL. We had both seen what we thought was the airport and I was concerned as the CDI indications did not agree. I asked if that was the correct airport and he said yes. I was not getting a centered CDI to I arrested the decent by adding power and leveling off about 2000 AGL. At that point we both saw the correct runway and it made sense with the CDI and location so I continued on the right base and made a normal approach and landing. To complicate all of this was several aircraft ahead of us making position calls to both airports and one not identifying which airport. That distraction was significant as we could identify only the aircraft on base to AAO who was properly making his calls. Both Jabara and Beech share the same CTAF when the Beech tower is closed. The FBO Customer Service individual said that there is always confusion at night. Most airplanes do not specify which airport they are using. This was day 6 and at the end of a 13+ hour day and the fourth leg after an approach into ASE; missed approach and divert. Due to the close proximity to each other; and the fact that both airports share the same CTAF; there needs to be a cautionary note advising extra caution when flying to AAO. Included should be that many aircraft do not identify the airport they are planning to land. At night the distraction of looking for that traffic when low and slow can be significant.

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.