Date: 201502
Local time of day: 1201-1800
Location: E10.TRACON, CA
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
Airspace: Class E E10
ATC / advisory: TRACON E10
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Flying
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft X was handed off to JCF (Joshua Approach) at 12;000. The controller issued the landing information and told the aircraft to expect the Visual Approach RWY 17 at VCV. The controller then informed the aircraft that VCV airport was 12 o'clock 18 miles. The controller did not inform the aircraft of APV airport which was 1 o'clock and 8 miles. The pilot stated it was hazy and he would report the airport in sight. He subsequently reported the airport in sight and the controller cleared him for a visual approach Runway 17. Shortly after that the aircraft was issued a communication change to VCV airport. A little while later the low altitude alert went off for Aircraft X. Aircraft X was approximately 15 miles east of the VCV airport at 5700. The controller silenced the low altitude alert as the aircraft left 5;500 MSL and continued to monitor the situation. The MVA for that area 6;500. When the controller noticed Aircraft X turning final to APV airport he called the tower and asked if everything was ok with Aircraft X it appears he was lined up to APV airport. The tower responded they would ask.  The aircraft went into coast status briefly and was observed at 3;400 MSL. The field elevation is 3;062. Tower eventually issued a 300 heading and a climb to 6;000. I asked the tower to have the pilot call the facility.  The pilot called and said it was hazy and he had a new First Officer. He stated he had flown into VCV before and he was helping the First Officer fly the airplane and descend and he got the wrong airport. He asked if there was going to be any punishment; I said not that I was aware of; I wanted to understand what had happened. I said he might want to file ASAP. I also asked the controller if he has issued APV 1 o'clock and 10 miles and VCV 12 o'clock and 18 miles and he said he did not. Another controller said they were not aware of that phraseology. Recommendations: refer this event to the LSC [training department] and have them create a lessons learned/ best practice to share with the facility. We have two sets of airports that are located 10 miles from each other. The 7110.65 Paragraph 7-4-3g just says 'in those instances where airports are located in close proximity; also provide the location of the airport that may cause the confusion.' it is vague as to what constitutes close proximity. The controller used his judgement; but never issued the low altitude alert to the tower; or provided positive control instructions for the tower to issue.


Second narrative: I was Pilot Flying [PF] Aircraft X. Normal in-range checklist was completed; including a briefing of intended runway (17) and type of approach for intended runway (visual backed-up by the ILS). ATC cleared flight from cruise altitude down to 13;000 and subsequently down to 10;000. Thereafter; pilot monitoring [PM] and PF were queried regarding whether airport was in sight and we both agreed we had it; which was approximately 12 o'clock and approximately 8 miles (based on my recollection of visually identifying the airport and confirming it with the MFD).  ATC then cleared Aircraft X to land. I began maneuvering the aircraft for a downwind leg; while continuing to configure aircraft for landing. After turning from base to final; PM notified me that the LOC had not captured and called for a go-around. As I called for TOGA (Takeoff/Go-around) thrust and Flaps 8; my scan moved to the top of the PFD and I noticed that the FMA did not change to LOC. As I continued my scan upward and outside of the aircraft; I caught a glimpse of the number on the runway prior to losing it under the nose of the aircraft and noticed it was for runway 18. Around this time; ATC queried Aircraft X as to intentions and status. PF replied (to which I don't remember the specifics) while I continued flying the aircraft. I leveled aircraft at 5;000 and after discussing with PF; navigated aircraft to VCV. Approach and landing thereafter was uneventful.In reviewing the sequence of events and all of the specifics surrounding what took place; it quickly became evident that we had mistaken (what was later determined to be) Apple Valley Airport (APV) for Victorville Airport (VCV). In reviewing the applicable charts and plates; I mistook APV for VCV based on the geographic location; runway layout and runway orientation. Further research showed that APV is approximately 8 miles directly east of VCV; that both VCV and APV have rising terrain/mountains directly east of the airport; that APV has intersecting runways like VCV and the longer runway of the two has an 18 orientation; while VCV's longest runway has a 17 orientation. Further contributing to this was the fact that this was the first time I was sequenced into VCV from the south; as my previous trips into the airport were from the north and nowhere near APV.I take full and complete responsibility for the events that took place. As the PF; I maneuvered the aircraft toward the runway after calling it in sight. With that; the PF and I had great CRM throughout the entire flight and the error in our decision making was trapped; identified and eliminated by backing up the visual with the ILS.In regards to avoiding the recurrence of this event; in recollecting what happened; I now remember that I had my MFDU set on a 5 mile ring. Had I lower the ring to 2.5; I believe I would have been alerted to the difference between the distance denoted on the MFDU and what I believe to be APV; given the actual distance between the two airports. In addition; I am also considering carrying a small pair of binoculars to use in helping to visually confirm airports when flying in the future. I will also conduct a more thorough review of airports and other items of significance around my arrival airport to help give me even a better idea of what to expect prior to flight.


Synopsis: E10 Front Line Manager; Controller; and pilot report of not seeing the correct airport and lining up for another airport incorrectly. Tower Controller gets the aircraft heading towards the correct airport.