Air carrier flight crew reported ATC vectored them to intercept the ILS approach course but the ILS was set up for the opposite runway resulting in a temporary loss of aircraft control.
Synopsis
Air carrier flight crew reported ATC vectored them to intercept the ILS approach course but the ILS was set up for the opposite runway resulting in a temporary loss of aircraft control.
Narrative
I was the PM and the CA was the PF. About 35 minutes before the event; we performed a go around due to an unstable approach. We were given delay vectors around a storm cell moving through LGA and a microburst alert was issued. After 25 minutes; ATC advised us they are still landing runway 4; visibility was more than 6000 ft; and the microburst warning was gone but there was a 9 knot tailwind. The approach end of 22 was covered by the thunderstorm cell moving through so we decided it was better to try runway 4 again. At this time we were about 20 miles to the south of LGA and had the field in sight so ATC vectored and cleared us for the ILS runway 4. The CA armed the approach and the FMA (Flight Mode Annunciator) indicated that we had intercepted the localizer. However; the aircraft started to enter into an upset and started a bank of approximately 30 degrees to the left and pitched down approximately 10 degrees. The CA managed to recover the aircraft and return it to a stable state but lost about 400 ft of altitude in the process. While this was happening; NY approach switched us over to LGA tower and I went to check in with tower. We advised that we were doing the ILS 4 but tower told us the ILS was set to 22. At this time the aircraft was slightly right of course but we had the runway in sight and we were correcting over. We advised tower of the airport in sight and they cleared us for the visual to runway 4. We landed without further incident. We believe that the ILS being set to runway 22 instead of 4 caused the airplane starting into a slight upset. We considered going around again; however the runway was in sight; was stable; and tailwind was within limits. Also; there was still a thunderstorm cell on the departure end of runway 4 with another close by. The CA decided the safest course of action was to continue to land on runway 4.
Second reporter narrative
I was the PF and the FO was the PM. Approximately 35 minutes prior to the event; we performed a go-around due to being unstable. We were given delay vectors as a storm cell went through LGA and a microburst alert was issued. After 25 minutes; NY Approach advised us they are still landing runway 4; visibility was more than 6000 feet; the microburst warning was gone; but there was a 9 knot tailwind. The approach end of runway 22 was covered with a thunderstorm cell so I decided it was better to try runway 4 again. At this point; we were about 20 minutes to the south of LGA and had the field in sight; and so ATC vectored and cleared us for the ILS runway 4. I pressed APP mode and the FMA (Flight Mode Annunciator) indicated it had intercepted the localizer. However; the aircraft started to enter into an upset; it banked approximately 30 degrees to the left and pitched down approximately 10 degrees. I managed to recover the aircraft; but lost about 400 feet in the process. At the same time; NY Approach switched us to LGA Tower. We advised we were doing the ILS 4; but LGA Tower told us the ILS was set to runway 22. I noticed the airplane was off course slightly; but salvageable. We had the airport in sight and advised the Tower; in which they cleared us for the visual to runway 4. We landed without further incident. I believe it was the ILS being set to runway 22 instead of runway 4 was the cause of the airplane going into a slight upset. I contemplated going around again; however we had runway 4 instead of sight; was stable; and tailwind was in limits. In addition; there was still a thunderstorm cell on the departure end of runway 4 and there was another one close by. It was at that moment that I decided the safest course of action was to continue to land on runway 4.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.