Flight Crew Air Transport Pilot (ATP)
Training / Qualification; Human-Machine Interface; Distraction; Confusion; Communication Breakdown
ATC Issue All Types; Deviation - Track / Heading All Types
Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Airport; Human Factors
When we checked in with the initial approach controller we let them know we had ATIS information. It was indicating they were using VOR/DME 8R. We briefed this approach and set up for it. This was also the approach we had been planned by dispatch.When we checked in with the next controller we were given ILS 26L. We had plenty of time to set it up and brief it. We also briefed that it would be visual since we already had the airport insight. The First Officer (FO) was the pilot flying and the captain was conducting new hire IOE. We were cleared for the ILS 26L approach by the controller and then asked shortly after when we had picked up the airport. We estimated it was at least 8000 ft.At approx 6000 ft the FO clicked off the autopilot and was hand flying the aircraft on the visual approach. He called for flaps on speed and I was stetting the flaps and approach speeds; as well as the gear down before landing check. We were handed off to tower and cleared to land 26L. Approx 1000 ft I noticed that the FO didn't have his ILS freq in the active and I reached over to put it in for him. My attention was temporarily deviated as he was a little high and I was coaching him on speed and altitude. At 500 ft he called 500 to go. As I was about to call stabilized cleared to land 26L I realized he had drifted off 26L centerline. I immediately told him 26L and he said correcting. Before we had a chance to adjust course the tower controller told us cleared to land 26R. At no time was the Aircraft in an undesirable state; or did we break and FAR's we landed with no issues and taxied clear of the runway. As we were taxing to the ramp we were told by ground control to contact them by phone for a possible pilot deviation. When we talked with them we let them know at no time had we intended to land on 26R until we were cleared to land by the tower controller.
The pilot flying (a new hire IOE pilot) was correcting course and glide slope with a primary instrument scan and secondary visual scan to keep the aircraft on landing profile. At approximately 1;000 AFE the pilot monitoring (IOE check airman) recognized that the pilot flying did not have the correct navigation frequency and then corrected VHF NAV 2.As aircraft was passing 600 ft AFE; the pilot flying called '500 to go;' and the pilot monitoring called; 'stabilized; cleared to land...wait' and the tower controller simultaneously called; 'cleared to land runway 26 right.' The pilot monitoring acknowledged the radio call and the pilot flying transferred his scan to visual; lined up with runway 26R and landed on 26R stabilized and without incident.On the final approach to landing the pilot monitoring realized that the pilot flying was drifting slightly further right of course and before he could give guidance the tower controller cleared the aircraft to land on 26R and the pilot flying lined up with center line with normal control inputs and landed smoothly and on centerline safely and without incident.At no time was a FAR or SOP violated.
A CRJ-200 air crew conducting IOE briefed and initially flew an approach to runway 26L. The trainee pilot became distracted by the lights from 26R and lined up for that runway. ATC recleared the Crew to land on runway 26R.