Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Flight Crew Last 90 Days 130; Flight Crew Total 2015; Flight Crew Type 18
Situational Awareness; Confusion
Airspace Violation All Types; Deviation / Discrepancy - Procedural Landing Without Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Became Reoriented
Human Factors; Procedure
We departed carrying passengers to Key West; FL. Once within range; we were handed off to Navy Key West TRACON. We started to receive vectors for final approach to Runway 27 at EYW (Key West Airport) while descending down to an assigned altitude of 1;600 FT. We were in an area with extensive cumulonimbus buildups and were given authorization to deviate east while descending. Once clear of a particular area of buildups; we were assigned a heading of 180 for a right base into Runway 27. Once below 2;000 FT we saw a runway in the orientation of the intended destination airport and called the field in sight to TRACON. TRACON then cleared us for a visual approach into Runway 27 and immediately handed us off to Key West Tower. I changed to Tower frequency and attempted to establish communications; but was unable because of ongoing communications between the Tower and another aircraft. After Tower finished issuing clearance to the other aircraft; two way communications were established and we were cleared for landing on Runway 27 as we turned base to final. The runway alignment appeared to match the intended airport and we continued our final approach and landing. We had the RNAV 27 approach loaded into the FMS but had no RAIM. During the landing; I was focused on making speed and descent rate callouts and ensuring the aircraft was properly configured for landing. I attempted to verify the landing runway by reading the numbers painted on the runway but was unable to clearly see them because the runway was faded. We continued the landing; touched down; extended spoilers; and deployed the thrust reversers. After this action was taken; we realized we had landed at the wrong airport due to the length and width of the runway. The Captain then brought the aircraft to a stop and cleared the runway. We then contacted Navy Tower on 121.500 and complied with all requests and instructions. I could have had a positive impact on the situation had I acted differently. The runway centerline seemed to line up with our intended destination runway but something didn't feel right. I could have expressed those concerns clearly to the Captain or just stated 'go-around' to ensure we were both on the same page and executing the correct approach to the correct airport/runway. I also could have backed up the FMS with DME from the Key West VOR but did not have it tuned in. It could have provided additional situational awareness a potentially prevented the issue.
We were receiving vectors to the final approach course for EYW Runway 27 and were heading straight toward a cumulonimbus buildup. There were many buildups in the area. The base of the clouds was around 2;000 FT MSL. We asked to deviate to the east and when we passed the buildup we were given an assigned heading of 180 for a right base entry to final approach course. When we descended below 2;000 FT MSL to the assigned altitude of 1;600 FT MSL we saw a runway in the correct orientation. We called field in sight and were cleared for the visual. We were told to contact the Tower and there was a delay contacting Tower because he was giving a clearance. Once contact was made we were given our landing clearance as we were turning base to final. We had the GPS approach 27 loaded; but had no RAIM. The runway seemed to line up with the approach course and I was looking outside at the runway for the visual approach. I was focused on the approach end of the runway knowing I needed to land on the numbers to have plenty of runway to stop. The numbers were faded and all I saw was the 2 and the course lined up. We touched down; extended the spoilers; and deployed the thrust reversers. When I realized we were at the wrong airport I exited the runway and stopped on a taxiway. We called Navy Tower on 121.5 and received a frequency for the Tower. We contacted the Tower and complied with all requests and instructions from the Tower. Other factors contributing to this problem were a physiological need to use the restroom and being too focused on landing on the numbers to stop in a short distance. I should have been more aware of the DME on the FMS to know I was too far out. Approach Control could have talked to us for a few more miles before handing us over to Tower.
Business jet flight crew reports landing at NQX Runway 25 while attempting to land at EYW Runway 27.