Narrative:

I'm a CFI and was doing a scenic flight at the time of the alleged near miss. I had taken off out of boeing field to the west. Then, once I reached the sound, turned north and flew over seattle. When I was ready to come in I got ATIS and reported over west point (which is a preferred reporting point). Tower told me to expect straight in, report over spokane street and remain west of the centerline. I replied with my call sign and roger. I was at 1500' at that time, so I decided to begin my descent to 1000' to give my passenger a better view of seattle. It was all normal operation. Tower then came on the radio and issued me traffic that was behind and to my left, and also told me to remain west of the localizer. I turned approximately 15 degrees to my right and spotted my traffic, aircraft Y on the localizer inbound. I replied to tower, 'roger, have traffic.' tower then issued my position to aircraft Y. He replied, 'looking.' my IAS was 90 KTS. Aircraft Y was much faster and he overtook me on the left. It was at this time the pilot spotted me and told tower, 'have traffic, we are about ready to lay an egg on him.' I already had him and estimated at least 500' horizontal sep. I took no evasive action. There was plenty of sep between us. He landed first and then I landed (on the same runway). At boeing that kind of procedure is routine. Faster aircraft that are on IFR flight plans but in VFR conditions often will fly the ILS or localizer approach and pass to the left of the slower traffic on the right. The event didn't startle me or my passenger, who also saw the other aircraft. I later received a message to call the tower. The tower manager said I had done everything correctly and, 'if anyone was at fault, it was the other pilot.' what I figure happened is the other pilot isn't used to high density areas of traffic and he was startled to see 2 people on final. Also, he might have thought because he was IFR sep would be provided for him (too bad he was in VFR conditions). I had the right of way; I was the lower aircraft and also the one being overtaken. Supplemental information from acn 111590: was cleared for an ILS runway 13R and to call the tower at the OM. Arriving at the OM the tower circuit was very busy and it was probably 30 seconds inside the OM before we could contact the tower. Traffic was reported on a right downwind for 13R. We had no contact. Shortly thereafter, traffic was reported on a right base for 13R. We had no contact. In order to confirm recent maintenance on the autoplt, the autoplt was coupled to the ILS and was holding spot on the localizer and G/south. The tower was talking to aircraft X and cautioned it re: our position, but we were unable to sight the other aircraft until suddenly he appeared 50' off and slightly under our right wing. The tower asked us if we had him in sight; to which I replied, 'yes, we almost laid an egg on him!' the approach continued west/O further incident. My impression of what happened is that we were coming down the G/south with no vision downwards, and the small aircraft was descending on the localizer with no vision upward. I assume he saw me at the last moment and veered off to the west at which moment we were shocked to see him close aboard as mentioned above. On mon morning I contacted the FAA in seattle with a preliminary report. Later in the morning I was contacted by phone by mr a, who said he had listened to the tower tapes. His version of the incident involved a third aircraft which I never saw. In one of the phone calls to the FAA, I spoke to ms B, who idented herself as an inspector in the sea FSDO. She asked if my medical were current, if my instrument rating were current, my name, address, etc, and said she would forward appropriate forms on which I could report the incident. No forms were received. In one of the phone exchanges, I was discouraged from reporting the incident on the basis that no mistakes had been made. However, I decided to report on the basis that, in fact, 2 airplanes got within 50' of each other while I was precisely on the ILS with a clearance.

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Original NASA ASRS Text

Title: NMAC BETWEEN 2 SMA'S ON APCH TO SAME RWY.

Narrative: I'M A CFI AND WAS DOING A SCENIC FLT AT THE TIME OF THE ALLEGED NEAR MISS. I HAD TAKEN OFF OUT OF BOEING FIELD TO THE W. THEN, ONCE I REACHED THE SOUND, TURNED N AND FLEW OVER SEATTLE. WHEN I WAS READY TO COME IN I GOT ATIS AND RPTED OVER WEST POINT (WHICH IS A PREFERRED RPTING POINT). TWR TOLD ME TO EXPECT STRAIGHT IN, RPT OVER SPOKANE STREET AND REMAIN W OF THE CENTERLINE. I REPLIED WITH MY CALL SIGN AND ROGER. I WAS AT 1500' AT THAT TIME, SO I DECIDED TO BEGIN MY DSCNT TO 1000' TO GIVE MY PAX A BETTER VIEW OF SEATTLE. IT WAS ALL NORMAL OPERATION. TWR THEN CAME ON THE RADIO AND ISSUED ME TFC THAT WAS BEHIND AND TO MY LEFT, AND ALSO TOLD ME TO REMAIN W OF THE LOC. I TURNED APPROX 15 DEGS TO MY RIGHT AND SPOTTED MY TFC, ACFT Y ON THE LOC INBND. I REPLIED TO TWR, 'ROGER, HAVE TFC.' TWR THEN ISSUED MY POS TO ACFT Y. HE REPLIED, 'LOOKING.' MY IAS WAS 90 KTS. ACFT Y WAS MUCH FASTER AND HE OVERTOOK ME ON THE LEFT. IT WAS AT THIS TIME THE PLT SPOTTED ME AND TOLD TWR, 'HAVE TFC, WE ARE ABOUT READY TO LAY AN EGG ON HIM.' I ALREADY HAD HIM AND ESTIMATED AT LEAST 500' HORIZ SEP. I TOOK NO EVASIVE ACTION. THERE WAS PLENTY OF SEP BTWN US. HE LANDED FIRST AND THEN I LANDED (ON THE SAME RWY). AT BOEING THAT KIND OF PROC IS ROUTINE. FASTER ACFT THAT ARE ON IFR FLT PLANS BUT IN VFR CONDITIONS OFTEN WILL FLY THE ILS OR LOC APCH AND PASS TO THE LEFT OF THE SLOWER TFC ON THE RIGHT. THE EVENT DIDN'T STARTLE ME OR MY PAX, WHO ALSO SAW THE OTHER ACFT. I LATER RECEIVED A MESSAGE TO CALL THE TWR. THE TWR MGR SAID I HAD DONE EVERYTHING CORRECTLY AND, 'IF ANYONE WAS AT FAULT, IT WAS THE OTHER PLT.' WHAT I FIGURE HAPPENED IS THE OTHER PLT ISN'T USED TO HIGH DENSITY AREAS OF TFC AND HE WAS STARTLED TO SEE 2 PEOPLE ON FINAL. ALSO, HE MIGHT HAVE THOUGHT BECAUSE HE WAS IFR SEP WOULD BE PROVIDED FOR HIM (TOO BAD HE WAS IN VFR CONDITIONS). I HAD THE RIGHT OF WAY; I WAS THE LOWER ACFT AND ALSO THE ONE BEING OVERTAKEN. SUPPLEMENTAL INFO FROM ACN 111590: WAS CLRED FOR AN ILS RWY 13R AND TO CALL THE TWR AT THE OM. ARRIVING AT THE OM THE TWR CIRCUIT WAS VERY BUSY AND IT WAS PROBABLY 30 SECS INSIDE THE OM BEFORE WE COULD CONTACT THE TWR. TFC WAS RPTED ON A RIGHT DOWNWIND FOR 13R. WE HAD NO CONTACT. SHORTLY THEREAFTER, TFC WAS RPTED ON A RIGHT BASE FOR 13R. WE HAD NO CONTACT. IN ORDER TO CONFIRM RECENT MAINT ON THE AUTOPLT, THE AUTOPLT WAS COUPLED TO THE ILS AND WAS HOLDING SPOT ON THE LOC AND G/S. THE TWR WAS TALKING TO ACFT X AND CAUTIONED IT RE: OUR POS, BUT WE WERE UNABLE TO SIGHT THE OTHER ACFT UNTIL SUDDENLY HE APPEARED 50' OFF AND SLIGHTLY UNDER OUR RIGHT WING. THE TWR ASKED US IF WE HAD HIM IN SIGHT; TO WHICH I REPLIED, 'YES, WE ALMOST LAID AN EGG ON HIM!' THE APCH CONTINUED W/O FURTHER INCIDENT. MY IMPRESSION OF WHAT HAPPENED IS THAT WE WERE COMING DOWN THE G/S WITH NO VISION DOWNWARDS, AND THE SMA WAS DSNDING ON THE LOC WITH NO VISION UPWARD. I ASSUME HE SAW ME AT THE LAST MOMENT AND VEERED OFF TO THE W AT WHICH MOMENT WE WERE SHOCKED TO SEE HIM CLOSE ABOARD AS MENTIONED ABOVE. ON MON MORNING I CONTACTED THE FAA IN SEATTLE WITH A PRELIMINARY RPT. LATER IN THE MORNING I WAS CONTACTED BY PHONE BY MR A, WHO SAID HE HAD LISTENED TO THE TWR TAPES. HIS VERSION OF THE INCIDENT INVOLVED A THIRD ACFT WHICH I NEVER SAW. IN ONE OF THE PHONE CALLS TO THE FAA, I SPOKE TO MS B, WHO IDENTED HERSELF AS AN INSPECTOR IN THE SEA FSDO. SHE ASKED IF MY MEDICAL WERE CURRENT, IF MY INSTRUMENT RATING WERE CURRENT, MY NAME, ADDRESS, ETC, AND SAID SHE WOULD FORWARD APPROPRIATE FORMS ON WHICH I COULD RPT THE INCIDENT. NO FORMS WERE RECEIVED. IN ONE OF THE PHONE EXCHANGES, I WAS DISCOURAGED FROM RPTING THE INCIDENT ON THE BASIS THAT NO MISTAKES HAD BEEN MADE. HOWEVER, I DECIDED TO RPT ON THE BASIS THAT, IN FACT, 2 AIRPLANES GOT WITHIN 50' OF EACH OTHER WHILE I WAS PRECISELY ON THE ILS WITH A CLRNC.

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.