Date: 201509
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness; Confusion
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Airport; Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: We were cleared the visual approach Runway 35; track the localizer in to ZZZZZ. It is an offset localizer. The ZZZZZ fix is not in the FMS. It is about 2 NM from the end of the runway at approximately 700 feet. At 1300 feet AGL the 'track the localizer to ZZZZZ' dropped out of my brain and I prioritized to the Stabilized Approach criteria. I told the First Officer to start moving to the center line of the runway so we could be lined up by 1000 feet. As we did so; Tower told us to come back right to get back on the localizer. He asked us if we could see the traffic to our left for Runway 34R. I could not see the traffic. In the later phone call with the Approach controller; he said it was an RJ that was behind us and that they were keeping us in sight. After a few moments of tracking the localizer; Tower cleared us to go ahead and come left to line up with the runway. We landed without incident. There is a note on the Green page to not do the maneuver we did and that Stabilized Approach criteria could be deviated from because of the offset approach. We did brief from the Missed App/Rejected landing table on page 10-7E but completely missed the paragraphs about the Visual Approach to 35 on 10-7C. While there are contributing factors to this deviation; the bottom line is that had we been more thorough in our reading and briefing of the Green pages; this event never would have happened. A large contributing factor to this was that; at altitude; we did not brief a visual to Runway 35. I have never flown an approach to Runway 35 and have always thought of it as the runway they use for the RJ's. We were briefed and up to speed for the 34's. Further; kind of late in the arrival; the controller cleared us to a fix to intercept the localizer for 'ILS 35'. We could not find that in our Jepps; so I told her that all we had was the Localizer Type Directional Aid (LDA) for 35. She said OK cleared to intercept the localizer for the LDA. And so commenced a rushed briefing followed by the runway change items on the checklist.The best thing that can be done to prevent this from happening again is to have a FMS fix at ZZZZZ. A note on the Flight Plan for ZZZ that give pilots a heads up for Runway 35 might also be appropriate. On a personal note; at Top of Descent I felt completely up to speed. It was a beautiful VFR day and 'I assumed' that of course we would be landing on one of the 34's. There is just so substitute for skepticism and a complete thorough briefing.


Second narrative: Action was taken to get back on course; but not evasive. Aircraft behind us had us in sight. Event occurred on approach phase. Cleared arrival landing north. Planned and fully briefed ILS Runway 34R. Upon contact with approach told to expect 34R. On arrival there was conflicting instructions from ATC. We were told to cross ZZZZZ1 at 250 KTS/15000 feet (plate crossing landing north Runways 34L/R;35 is expect 250 KTS/16000 feet). We inquired this with ATC and were told to cross ZZZZZ1 250 KTS/15000 feet. Continuing in on arrival ATC came back up and stated they had given us the wrong crossing altitude for ZZZZZ1 and to cross ZZZZZ1 at 250 KTS/16000 feet. Crossing ZZZZZ1 at 250 KTS/16000 feet and continuing in we were given a runway change to 35. Intercept the LOC and track inbound to ZZZZZ; cleared for the visual. We entered the LDA DME Runway 35 in the FMS and briefed the approach from the plate and went back to complete the boxed items on the checklist. Being cleared for a visual approach day VMC and in close to the field time was a constraint. I did not have time to go back in and brief the Special Pages. As we were approaching the field and descending toward 1000 feet AGL the Captain prompted me on stabilized approach criteria and to come left to line up with the runway. Both of us concerned with making sure we met stabilized approach criteria decided that it was necessary to deviate left to line up with the runway. I came left to center up on Runway 35; as I did we had a TA alert and tower contacted us and told us to go right back on the LOC and we did. Remainder of approach and landing went without event. Upon taxi in tower contacted us; gave us the supervisors phone number and asked us to call them. We did.To prevent this from happening again we could have asked for vectors to thoroughly set up for and brief the approach even if VMC and cleared for the visual. Do Not get rushed and complete a full brief to include ALL Special Green Pages. Review and brief all possible approaches.


Synopsis: B757 flight crew was cleared for a visual approach; but to track the offset localizer. In an attempt to satisfy stabilized approach criteria; the pilot flying deviated off the localizer in order to align with the runway prior to 1000 feet (which is not required on an offset approach). This deviation caused a conflict with an aircraft on an adjacent runway. When prompted by ATC; the crew rejoined the localizer and landed uneventfully.