A BE1900 FLC TUNES IN THE LOC FREQ FOR ILS TO RWY 1L INSTEAD OF THE ASSIGNED ILS APCH; RWY 1R AT IAD; DC.

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THIS RPT INVOLVES A MISTAKE THAT WAS A COMBINATION OF MANY FACTORS. WHAT HAPPENED WAS SIMPLE. WE WERE TALKING TO APCH CTL AT IAD (124.65 FREQ) AND ON VECTORS (340 DEGS) AT 5000 FT TO JOIN THE RWY 1R LOC. WE JOINED THE RWY 1L LOC. WE HAD BEEN BRIEFLY HELD AT OGATE INTXN; APPROX 50 NM S OF IAD. WHEN RELEASED FROM THE HOLD; WE PROCEEDED NORMALLY INTO THE TERMINAL AREA. BUT THE CHAIN OF EVENTS WAS ALREADY STARTING. WE WERE LATE; FATIGUED. THIS WAS THE LAST DAY AND LAST LEG OF A 4-DAY TRIP THAT INVOLVED 23.4 HRS OF FLYING AND 2 REDUCED REST EVENTS. THE PREVIOUS NIGHT BEING ONE OF THEM. WE BOTH ROSE AT APPROX AB45 AND HAD BEEN ON DUTY SINCE AC35 -- NO BREAKS; NO FOOD; JUST HUSTLE. THUS WE WERE TIRED; HUNGRY AND HURRYING. ADD TO THIS; THAT AS WE WERE BOTH IAD BASED; AND MOST TRIPS ARE OUT-AND-BACKS; WE ARE FAMILIAR WITH IAD; PROBABLY TOO MUCH. COMPLACENCY COULD ALSO HAVE BEEN A FACTOR. WHEN WE CHKED ON WITH THE CTLR THE RWY ASSIGNMENT WAS GIVEN RWY 1R. WE WERE COMPLETING CHKLISTS AT THIS POINT. AFTER THEY WERE DONE WE SET UP THE RADIOS AND BRIEFED THE APCH. AT THIS POINT SOME CONFUSION BTWN MYSELF AND MY FO AROSE. WE DISCUSSED WHICH APCH WE WERE GOING TO GET. RWY 19R WAS MENTIONED AND I BELIEVE THIS IS HOW 111.30 GOT ENTERED INTO THE NAV BOXES INSTEAD OF 110.1 (RWY 1L AND RWY 19R HAVE THE SAME FREQ; AS DOES RWY 1R AND RWY 19L). BUT WE DID BOTH AGREE THAT RWY 1R WAS DEFINITELY THE ASSIGNMENT. WE BOTH KNEW THAT THE APCH WOULD TERMINATE VISUALLY AS WE WERE IN AND OUT OF THE CLOUDS AND HAD BEEN INTO IAD TWICE ALREADY. THUS THE BRIEF WAS NOT AS THOROUGH AS IT SHOULD HAVE BEEN. THE WRONG FREQ WAS NEVER CAUGHT. WE WERE ASSIGNED A 340 DEG VECTOR AND TOLD TO JOIN THE RWY 1R LOC. AS WE BEGAN JOINING THE RWY 1R LOC (AS WE THOUGHT); THE CTLR QUERIED US; 'CONFIRM JOINING THE RWY 1R LOC.' 'YES' WE SAID. LOOKING DOWN THE COURSE SHOWED 1 1/2 DOTS TO THE R; PUTTING US TO THE R OF RWY 1L AND L OF RWY 1R. THEN THE CTLR SAID 'YOU HAVE BLOWN THROUGH THE RWY 1R LOC COURSE; CONFIRM RWY 1R NOT RWY 1L.' AGAIN I CONFIRMED RWY 1R. NEXT; THE CTLR SAID 'WE SHOW YOU INTERCEPTING THE RWY 1L LOC.' BOOM -- THAT GRABBED MY ATTN. WHAT I SAID NEXT IS A LITTLE HAZY IN MY MEMORY; BUT I BELIEVE I SAID CORRECTING FOR RWY 1R. A 20 DEG HDG TO REJOIN WAS ASSIGNED. AS WE DIALED IN THE APPROPRIATE FREQ; WE INSTANTLY SAW THAT WE WERE 2 DOTS L AND CORRECTING. WE INTERCEPTED AND THE REST OF THE FLT CONTINUED NORMALLY. THE ONLY OTHER FACTOR WAS A LARGE TAILWIND COMPONENT AND THAT WE HAD BEEN ASKED AND COMPLIED WITH A REQUEST FOR 210 KTS. THIS GAVE US AN UNUSUALLY HIGH GND SPD. SUPPLEMENTAL INFO FROM ACN 457277: OUR APCH BRIEF WAS COMPLETED; THOUGH NOT AS THOROUGH AS IT SHOULD HAVE BEEN; KNOWING THAT THE WX BELOW 5000 FT WAS GOOD VFR AND THAT OUR APCH WOULD IN ALL PROBABILITY BE VISUAL. THE PROMPT ASSESSMENT BY THE CTLR ENABLED US TO CORRECT THE SIT ABOUT 10 MI OUT. THIS WAS A POWERFUL LEARNING EXPERIENCE!