Narrative:

We were handed to clt approach and given radar vectors to downwind. After receiving descent clearance to 2300' MSL we were handed over to clt final controller. Parallel visibility approachs were in progress, controller providing vectors and spacing for both 36L and 36R. We received traffic advisories for the aircraft we were to follow (he was on a 10-12 mi straight in final and we were 4-5 mi south of the airport on downwind). We advised 'aircraft not in sight,' but were given a 270 degree heading for base (traffic was moderate to heavy with the controller dominating the frequency ). We were advised to slow 20 KTS for spacing while still descending to 2300' MSL. On base, at 2300' MSL, we were asked to increase speed 20 KTS as spacing was good and traffic no longer a factor. The #1 navigation was tuned and idented to 36R localizer with the captain flying. At 8 or 9 mi south of the airport we were turned to a heading of 300 degrees. Our next instruction was a traffic advisory for an small transport commuter aircraft making a straight in final to 36L and told to contact tower frequency. I looked for traffic to our left, but due to cockpit confign was unable to see our 10-11 O'clock position and below. The captain was also looking to our left because we were not cleared for a visibility approach. While looking for traffic we passed through the 36R localizer and crossed the flight path of 36L. The captain, upon noticing our closure with the 36L centerline and not seeing our traffic, initiated a climb to 2800' MSL and a right turn toward 36R. Upon contact with tower we were cleared for the visibility and to land and issued a traffic advisory for the small aircraft traffic. Upon subsequent inquiry to ATC via phone the tapes were replayed and found we were never cleared for an approach until after our flight paths intersected. They just didn't give us a complete clearance probably because of his traffic load at the time.

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Original NASA ASRS Text

Title: CLOSE PROX ACR-MLG ACR-SMT IN CLT ARSA.

Narrative: WE WERE HANDED TO CLT APCH AND GIVEN RADAR VECTORS TO DOWNWIND. AFTER RECEIVING DSCNT CLRNC TO 2300' MSL WE WERE HANDED OVER TO CLT FINAL CTLR. PARALLEL VIS APCHS WERE IN PROGRESS, CTLR PROVIDING VECTORS AND SPACING FOR BOTH 36L AND 36R. WE RECEIVED TFC ADVISORIES FOR THE ACFT WE WERE TO FOLLOW (HE WAS ON A 10-12 MI STRAIGHT IN FINAL AND WE WERE 4-5 MI S OF THE ARPT ON DOWNWIND). WE ADVISED 'ACFT NOT IN SIGHT,' BUT WERE GIVEN A 270 DEG HDG FOR BASE (TFC WAS MODERATE TO HVY WITH THE CTLR DOMINATING THE FREQ ). WE WERE ADVISED TO SLOW 20 KTS FOR SPACING WHILE STILL DSNDING TO 2300' MSL. ON BASE, AT 2300' MSL, WE WERE ASKED TO INCREASE SPD 20 KTS AS SPACING WAS GOOD AND TFC NO LONGER A FACTOR. THE #1 NAV WAS TUNED AND IDENTED TO 36R LOC WITH THE CAPT FLYING. AT 8 OR 9 MI S OF THE ARPT WE WERE TURNED TO A HDG OF 300 DEGS. OUR NEXT INSTRUCTION WAS A TFC ADVISORY FOR AN SMT COMMUTER ACFT MAKING A STRAIGHT IN FINAL TO 36L AND TOLD TO CONTACT TWR FREQ. I LOOKED FOR TFC TO OUR LEFT, BUT DUE TO COCKPIT CONFIGN WAS UNABLE TO SEE OUR 10-11 O'CLOCK POS AND BELOW. THE CAPT WAS ALSO LOOKING TO OUR LEFT BECAUSE WE WERE NOT CLRED FOR A VIS APCH. WHILE LOOKING FOR TFC WE PASSED THROUGH THE 36R LOC AND CROSSED THE FLT PATH OF 36L. THE CAPT, UPON NOTICING OUR CLOSURE WITH THE 36L CENTERLINE AND NOT SEEING OUR TFC, INITIATED A CLB TO 2800' MSL AND A RIGHT TURN TOWARD 36R. UPON CONTACT WITH TWR WE WERE CLRED FOR THE VIS AND TO LAND AND ISSUED A TFC ADVISORY FOR THE SMA TFC. UPON SUBSEQUENT INQUIRY TO ATC VIA PHONE THE TAPES WERE REPLAYED AND FOUND WE WERE NEVER CLRED FOR AN APCH UNTIL AFTER OUR FLT PATHS INTERSECTED. THEY JUST DIDN'T GIVE US A COMPLETE CLRNC PROBABLY BECAUSE OF HIS TFC LOAD AT THE TIME.

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.