Narrative:

While conducting an ILS to a full stop and having just passed the OM, I was advised on CTAF of an light transport on the ILS a few mi behind me over escondido rb. Concerned about getting run over, I rebroadcast my position as 'just passing the OM and indicating 120 KIAS,' (which I planned to fly the approach at). The light transport responded that he was doing 190 KTS. This I noted with concern. WX at the time was solid IFR on the approach and there would be no chance of visibility sep at all. VMC flight was completely out of the questions. At the time, I was making my second practice ILS and was simulating a single engine condition by reduced throttle. A strong crosswind aloft, the WX right added to make my pilot workload very high. I did not have the time to talk with the light transport and keep separated. That is ATC's job here anyway. The pressure I felt about a midair skyrocketed when the light transport said he was doing 190 KTS and I wanted to switch back to san approach to ask what was going on. At the moment I was too busy flying the plane so I brought power up on the second engine but continued at 120 KIAS. About 1 min later the light transport re-reported escondido (a hold?) and I landed shortly thereafter. Question: only 1 aircraft can be cleared for approach at a time so why was the light transport on CTAF frequency already? Had he been cleared for approach in error? Was he just trying to speed me up and put on the pressure? Not only could a midair occur, but an inexperienced pilot might have lost it.

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Original NASA ASRS Text

Title: TWO ACFT SHOOTING THE SAME APCH AT THE SAME ARPT AT THE SAME TIME.

Narrative: WHILE CONDUCTING AN ILS TO A FULL STOP AND HAVING JUST PASSED THE OM, I WAS ADVISED ON CTAF OF AN LTT ON THE ILS A FEW MI BEHIND ME OVER ESCONDIDO RB. CONCERNED ABOUT GETTING RUN OVER, I REBROADCAST MY POS AS 'JUST PASSING THE OM AND INDICATING 120 KIAS,' (WHICH I PLANNED TO FLY THE APCH AT). THE LTT RESPONDED THAT HE WAS DOING 190 KTS. THIS I NOTED WITH CONCERN. WX AT THE TIME WAS SOLID IFR ON THE APCH AND THERE WOULD BE NO CHANCE OF VIS SEP AT ALL. VMC FLT WAS COMPLETELY OUT OF THE QUESTIONS. AT THE TIME, I WAS MAKING MY SECOND PRACTICE ILS AND WAS SIMULATING A SINGLE ENG CONDITION BY REDUCED THROTTLE. A STRONG XWIND ALOFT, THE WX RIGHT ADDED TO MAKE MY PLT WORKLOAD VERY HIGH. I DID NOT HAVE THE TIME TO TALK WITH THE LTT AND KEEP SEPARATED. THAT IS ATC'S JOB HERE ANYWAY. THE PRESSURE I FELT ABOUT A MIDAIR SKYROCKETED WHEN THE LTT SAID HE WAS DOING 190 KTS AND I WANTED TO SWITCH BACK TO SAN APCH TO ASK WHAT WAS GOING ON. AT THE MOMENT I WAS TOO BUSY FLYING THE PLANE SO I BROUGHT PWR UP ON THE SECOND ENG BUT CONTINUED AT 120 KIAS. ABOUT 1 MIN LATER THE LTT RE-RPTED ESCONDIDO (A HOLD?) AND I LANDED SHORTLY THEREAFTER. QUESTION: ONLY 1 ACFT CAN BE CLRED FOR APCH AT A TIME SO WHY WAS THE LTT ON CTAF FREQ ALREADY? HAD HE BEEN CLRED FOR APCH IN ERROR? WAS HE JUST TRYING TO SPD ME UP AND PUT ON THE PRESSURE? NOT ONLY COULD A MIDAIR OCCUR, BUT AN INEXPERIENCED PLT MIGHT HAVE LOST IT.

Data retrieved from NASA's ASRS site as of August 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.