AN SMA LANDED ON TXWY; OVER THE TOP OF AN ACFT HOLING ON THE TXWY.

Narrative

I WAS INBOUND TO OJC FROM NE; LNDG TO THE S ON RWY 17. I WAS REQUESTED BY THE TWR TO RPT 3 MI OUT; WHICH I DID. THE AIRPLANE THAT I WAS FOLLOWING TOLD THE TWR THAT THERE WAS AN AIRPLANE AT THE END OF RWY 17 AND WAS TOLD TO DO A GAR BY THE TWR. I WAS WATCHING THE AIRPLANE DOING THE GAR AND SPOTTED A PLANE ON THE END OF THE RWY. I CONTINUED TOWARD THE RWY AND WAS CLRED TO LAND 2 MI OUT. AS I CONTINUED TOWARD THE ARPT; THE PLANE THAT I THOUGHT WAS ON THE END OF THE RWY REMAINED THERE. I ASKED THE TWR IF I WAS CLRED TO LAND AND I WAS TOLD THAT I WAS CLRED TO LAND. SINCE I THOUGHT THAT IT WAS UNUSUAL FOR ME TO BE GIVEN INSTRUCTIONS TO LAND; WHEN THE PREVIOUS AIRPLANE WAS GIVEN INSTRUCTIONS TO GAR; I ASKED AGAIN IF I WAS CLRED TO LAND. THE TWR CONFIRMED THAT I WAS CLRED TO LAND. I PLANNED MY APCH AND LNDG BEYOND THE ACFT WHICH I THOUGHT WAS ON THE END OF THE RWY. WHEN I BEGAN MY FLARE; I REALIZED THAT I WAS ON THE PARALLEL TXWY AND THOUGHT AT THAT TIME THAT THE SAFEST OPTION WAS TO LAND RATHER THAN TO GAR; SINCE THERE WAS ADEQUATE LENGTH WITH NO OTHER ACFT IN CONFLICT. PRIOR TO LNDG; I HEARD TWR TRYING TO MAKE CONTACT WITH THE AIRPLANE ON THE END OF THE RWY AND DID NOT HEAR A RESPONSE FROM THAT ACFT. THEREFORE; I ASSUMED THE ACFT WHICH I SAW; REMAINED ON THE END OF THE RWY. IN RETROSPECT; THE FACTOR THAT CONTRIBUTED TO THIS ERROR WAS THAT THERE HAD BEEN AN IDENTIFIED PLANE ON THE END OF RWY 17. I THEN MISIDENTED THAT PLANE ON THE RWY WHICH ACTUALLY WAS ON THE PARALLEL TXWY. I WAS FOCUSED ON THE PLANE AT THE END OF THE TXWY AND THE PLANE DOING THE GAR. IT WAS PM30 AND THE SUN WAS DIRECTLY IN MY EYES; WHICH MADE VISIBILITY POOR. ANY TIME THAT ANYTHING APPEARS TO BE IN CONFLICT I SHOULD HAVE ASKED FOR FURTHER ATC CLARIFICATION. I HAVE LEARNED A LESSON FROM THIS AND WILL TRY TO PREVENT THIS FROM EVER HAPPENING AGAIN IN THE FUTURE.