Narrative:

At the end of an IFR flight (mostly in VMC) from dab to fxe, I was cleared by miami approach for an ILS runway 8, circle to land runway 26. Upon contacting fxe tower, the controller reiterated that clearance, asking that I report 2 mi final and circle south for 26 at that time. While on the approach, the controller indicated to other aircraft that the winds had shifted to the southeast, favoring runway 13. These comments were not directed at me specifically, however, I was mentally preparing for the 'flying circus' that usually results from a quick, poorly planned runway change by a local controller. Upon calling 2 mi final and my circle south for 26 (at 800' MSL pattern altitude) the controller merely acknowledged. By the time I got to almost mid-field downwind, I was instructed to turn left and enter right downwind for 13. He was also breaking off another aircraft to go north of the field for downwind (left) for 13. I asked my sequence after passing the west field boundary and I was told I was #2 following that other aircraft north of the field. I was not in visual contact with that aircraft, and then I was told to fly northbound so that a twin could depart runway 26. About 1/2 mi north, I again asked about my traffic and my base turn. I was told my traffic to follow was off my right side turning final for 13. I looked that way and reported 'negative contact'. By this time my altitude degraded to 700' as I looked for the traffic. Luckily I was off altitude because I looked up to see small aircraft Y coming almost headon. He, however, was slightly above and to the east of me. The controller's north vector headed me right into his flight path. I told the controller I had my traffic, commented on their dangerous operation, and landed without incident. If he had given full attention and priority to airborne traffic (and not the twin's departure) this close call may not have happened.

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Original NASA ASRS Text

Title: CLOSE PROX GA-SMA GA-SMA IN ATA AT FXE. VISUAL APCHES AND RWY CHANGE IN PROGRESS.

Narrative: AT THE END OF AN IFR FLT (MOSTLY IN VMC) FROM DAB TO FXE, I WAS CLRED BY MIAMI APCH FOR AN ILS RWY 8, CIRCLE TO LAND RWY 26. UPON CONTACTING FXE TWR, THE CTLR REITERATED THAT CLRNC, ASKING THAT I REPORT 2 MI FINAL AND CIRCLE S FOR 26 AT THAT TIME. WHILE ON THE APCH, THE CTLR INDICATED TO OTHER ACFT THAT THE WINDS HAD SHIFTED TO THE SE, FAVORING RWY 13. THESE COMMENTS WERE NOT DIRECTED AT ME SPECIFICALLY, HOWEVER, I WAS MENTALLY PREPARING FOR THE 'FLYING CIRCUS' THAT USUALLY RESULTS FROM A QUICK, POORLY PLANNED RWY CHANGE BY A LCL CTLR. UPON CALLING 2 MI FINAL AND MY CIRCLE S FOR 26 (AT 800' MSL PATTERN ALT) THE CTLR MERELY ACKNOWLEDGED. BY THE TIME I GOT TO ALMOST MID-FIELD DOWNWIND, I WAS INSTRUCTED TO TURN LEFT AND ENTER RIGHT DOWNWIND FOR 13. HE WAS ALSO BREAKING OFF ANOTHER ACFT TO GO N OF THE FIELD FOR DOWNWIND (LEFT) FOR 13. I ASKED MY SEQUENCE AFTER PASSING THE W FIELD BOUNDARY AND I WAS TOLD I WAS #2 FOLLOWING THAT OTHER ACFT N OF THE FIELD. I WAS NOT IN VISUAL CONTACT WITH THAT ACFT, AND THEN I WAS TOLD TO FLY NBOUND SO THAT A TWIN COULD DEPART RWY 26. ABOUT 1/2 MI N, I AGAIN ASKED ABOUT MY TFC AND MY BASE TURN. I WAS TOLD MY TFC TO FOLLOW WAS OFF MY RIGHT SIDE TURNING FINAL FOR 13. I LOOKED THAT WAY AND REPORTED 'NEGATIVE CONTACT'. BY THIS TIME MY ALT DEGRADED TO 700' AS I LOOKED FOR THE TFC. LUCKILY I WAS OFF ALT BECAUSE I LOOKED UP TO SEE SMA Y COMING ALMOST HEADON. HE, HOWEVER, WAS SLIGHTLY ABOVE AND TO THE E OF ME. THE CTLR'S N VECTOR HEADED ME RIGHT INTO HIS FLT PATH. I TOLD THE CTLR I HAD MY TFC, COMMENTED ON THEIR DANGEROUS OPERATION, AND LANDED WITHOUT INCIDENT. IF HE HAD GIVEN FULL ATTN AND PRIORITY TO AIRBORNE TFC (AND NOT THE TWIN'S DEP) THIS CLOSE CALL MAY NOT HAVE HAPPENED.

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.