Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Flight Crew Last 90 Days 60; Flight Crew Total 4600; Flight Crew Type 1000
Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Flight Crew Executed Go Around / Missed Approach; Flight Crew Became Reoriented
Human Factors
On an IFR repositioning flight from the Atlanta area to Daniel Field (DNL) to pickup passengers from a local event I inadvertently lined up on AGS instead of DNL due to momentary position disorientation.  While still 15 miles north of DNL; Augusta Approach cleared me from 3;000 feet to 2;000 feet and advised of DNL airport ahead; the airport was visually identified and per the event recommendations I cancelled IFR prior to landing.  I was told to squawk 1200 and contact Advisory (CTAF) for DNL field.  While descending to 2;000 feet traffic was observed on TCAS ahead and low.  I stopped descending and waited for the traffic to pass behind as it was not announcing on CTAF.  While watching the traffic pass I momentarily lost sight of DNL.  When I turned back towards a base leg for the active runway (Runway 23) I located an airport which I mistook for DNL.  While calling position and maneuvering for the pattern an airplane called (on DNL CTAF) that it was taking Runway 23 at DNL for departure.  I observed a jet aircraft taking the runway I mistook for 23 but it was at AGS (Augusta Regional) Class D immediately south of DNL.  The coincidence of an aircraft calling taking the runway and visually observing the same to occur delayed my realization that I had miss identified the airport.  My FMS was set for DNL and when I realized the runway alignments were incorrect I immediately veered north and climbed; changed to AGS Tower; confessed my situation and awaited instructions.  AGS Tower switched me back to Approach Control where I again declared my mistake and requested vectors back to DNL.  DNL was located and the flight was completed.  Due to radio congestion I did not pursue a ground contact; and there was no 'note to call' after landing at DNL.  I normally do not cancel IFR so far out from an unfamiliar airport; and felt compelled to do so; due to the regional notice to airman and procedures for the local Event.  The momentary distraction of traffic caused my loss of visual contact with the field long enough for AGS to replace it in the same visual area; when my attention returned to the airport.  I had the visual approach setup in the FMS; however it was dropped accidentally when cleared direct to the field.  I only attempted to reprogram the FMS once I realized my disorientation.  I never received a TCAS alert or other visual traffic conflict at AGS.  I do not believe any actual FAR violation occurred; as I did not land; enter; or overfly the runway environment at AGS.  However; professionally this event bothers me greatly.  Visual distractions in a high traffic uncontrolled airspace area lead to mistakes; ones I made.  Traffic was heavier due to the weather the day before causing increased arrivals.  The temporary Tower normally at DNL was not active; yet as the event technically begins the next day.  I believe that had the Tower been in place it would have caught my mistake much earlier; as I was operating against my normal SOP's of cancelling IFR/Flight Following at an unfamiliar field based on guidance (though not mandatory) from the region for the special event.  Current high end FMS systems offer visual approach guidance; which I had setup to use; however do not follow VFR procedures such as a normal traffic pattern; they normally just give a 3 or 5 mile final.  My cancelling the initial 5 mile final fix in order to fly as cleared 'direct to' the airport caused the box to drop out the airport.  For the Collins Proline; it will not automatically allow direct to airport operations; which I knew; but failed to correct for on this day.
CE525 Captain reports confusing AGS for DNL during a visual approach. The single pilot operation and a TCAS alert were cited a factors in the incident.