FLC OF AN MLG ACR ACFT INADVERTENTLY LANDED ON THE WRONG PARALLEL RWY FROM A NIGHT INST APCH. FLC BEHAVIOR FATIGUE.

Narrative

AT THE END OF 10 PLUS HRS OF INTL NIGHT FLYING; IT WAS THE FO'S LEG. VECTORS FOR ILS RWY 23L AT CLE WERE GIVEN. ON A COUPLED APCH AT 1000 FT; WE PICKED UP THE RWY. THE LIGHTS AND REILS AND VASI FOR RWY 23R WERE ON HIGH INTENSITY. THE GS FOR RWY 23L AND VASI FOR RWY 23R ARE THE SAME. THE FO LINED UP AND LANDED ON RWY 23R. THEIR RWYS ARE ONLY ABOUT 200 FT APART. IT WAS BLOWING SNOW AND THE RWY 5 WERE SNOW COVERED. I WAS STAYING INSIDE WATCHING THE SPD AS WE WERE GETTING ABOUT 10 KTS FLUCTUATION. WE WERE ON GS. THE CTLR ADVISED US ONLY AFTER WE WERE TAXIING IN THAT WE LANDED ON THE WRONG RWY. HE SAID IT WAS NO PROB AND THAT HE SHOULD NOT HAVE HAD THE LIGHTS FOR RWY 23R ON THAT BRIGHT. PROBS: TIRED CREW; RWYS CLOSE TOGETHER; SNOW COVERED RWYS; LIGHTS BRIGHT ON RWY 23R. VASI 23R AGREES WITH GS ON RWY 23L. SUPPLEMENTAL INFORMATION FROM ACN 260635: WE STARTED TO GET QUITE A BIT OF TURB (PLUS OR MINUS 10 KTS AIRSPD FLUCTUATION). I DISCONNECTED THE AUTOPLT/AUTO THROTTLES AND FLEW THE AIRPLANE MYSELF. GND WAS SNOW COVERED AND THERE WAS BLOWING SNOW. RWY LIGHTS RWY 23L WERE AT A LOWER SETTING. CONTRIBUTING FACTORS WERE: 1) CREW WAS TIRED; 2) NO ATIS INFO TO INDICATE THAT RWY 23R WAS ALSO OPEN; 3) TURB ON THE APCH; 4) POOR VISIBILITY ON GND DUE TO BLOWING SNOW MAKING RWY LIGHTS DIFFICULT TO DISCERN; 5) VASI AND REILS ON RWY 23R ON AND MALSR OFF ON RWY 23L.