Narrative:

[We] had a meled TCAS. We were in approach phase at unv. We were being vectored by ny center and setup on a high right downwind for runway 24. We had the airport insight and were cleared for a visual approach to 24 and center mentioned that there was traffic below us and that he was not talking to him. On base leg we were still talking to ny center and I asked how that traffic looked for us. He pointed out aircraft at our 10 O'clock low and traffic to our right on final. As I looked left for the first traffic at 10 o'clock I saw we just passed over aircraft Y as we turned final. The other traffic on final was harder to see but he was a smaller aircraft and we had to slow way down. I asked to switch to tower and we were handed off. Once I checked in with tower he was asking aircraft Y if he had us in sight to which he replied 'yes; he flew just over top of me.' we landed without further event and while taxiing back we asked aircraft Y's pilot how close we were and he replied 300 feet. The kunv tower controller called ny center to complain about dropping us in like they did. We called acp after shutdown to discuss our concerns of operating with an inoperative TCAS. The best he could offer was to try to push for a sooner maintenance fix.the TCAS MEL is currently a 10 day MEL. It needs to be a cat B 3 day. For the type of operational tempo we do and especially a smaller fleet like the encore + that goes into small uncontrolled strips the situation awareness gained from a TCAS is vital. There is no doubt that if we had an operational TCAS; we would've caught on to what was happening in kunv. This safety concern should be at the top of the list.

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Original NASA ASRS Text

Title: Citation flight crew reported NMAC at UNV due at least in part to an inoperative TCAS.

Narrative: [We] had a MELed TCAS. We were in approach phase at UNV. We were being vectored by NY Center and setup on a high right downwind for runway 24. We had the airport insight and were cleared for a visual approach to 24 and Center mentioned that there was traffic below us and that he was not talking to him. On base leg we were still talking to NY Center and I asked how that traffic looked for us. He pointed out aircraft at our 10 O'clock low and traffic to our right on final. As I looked left for the first traffic at 10 o'clock I saw we just passed over Aircraft Y as we turned final. The other traffic on final was harder to see but he was a smaller aircraft and we had to slow way down. I asked to switch to Tower and we were handed off. Once I checked in with Tower he was asking Aircraft Y if he had us in sight to which he replied 'yes; he flew just over top of me.' We landed without further event and while taxiing back we asked Aircraft Y's pilot how close we were and he replied 300 feet. The KUNV Tower Controller called NY Center to complain about dropping us in like they did. We called ACP after shutdown to discuss our concerns of operating with an INOP TCAS. The best he could offer was to try to push for a sooner maintenance fix.The TCAS MEL is currently a 10 day MEL. It needs to be a Cat B 3 day. For the type of operational tempo we do and especially a smaller fleet like the Encore + that goes into small uncontrolled strips the situation awareness gained from a TCAS is vital. There is no doubt that if we had an operational TCAS; we would've caught on to what was happening in KUNV. This safety concern should be at the top of the list.

Data retrieved from NASA's ASRS site 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.