Narrative:

I was on the ILS approach in IMC conditions. I was inbound when the tower said to call VFR traffic insight. I was unable and advised the tower of this. When the VFR traffic popped out in front of us (not sure if it was us or the other traffic that popped out of the cloud) they were on a short approach. We attempted to slow the airplane by disconnecting from the autopilot; adding full flaps; and leveling off. We slowed to vref and maintained our slowest practical speed; but we could not slow enough to avoid the traffic on the runway. We were climbing out from the runway when the tower asked us to go-around make right traffic.they asked us to identify an [air carrier] on final to runway 10. I advised them unable because I was going back into IMC. They then asked me to fly runway heading. I advised them that I was already heading the opposite direction because turning to runway heading would probably cause a conflict. They asked me if I wanted to go back IFR; but I told them I had never cancelled IFR.I believe they were confused as to whether I was IFR or VFR traffic. They then had me make a left turn from 270 degrees to 330 degrees (almost 300 degrees) and climb to 3;000 feet. When reaching 3;000 feet I asked tower if they wanted me to stay on tower or contact approach/departure. They advised me to contact departure. What was concerning about this was the fact that VFR traffic was given priority over IFR traffic to the same runway when the IFR traffic was in IMC. If the other airplane was any slower or we were any faster there could have been a midair collision. We were also forced to do a go-around and resequence which is expensive and caused our passengers to be delayed.

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Original NASA ASRS Text

Title: A pilot on an ILS Approach into SJU reported they had to break themselves out when the Tower sequenced a VFR aircraft too close in front of them.

Narrative: I was on the ILS Approach in IMC conditions. I was inbound when the Tower said to call VFR traffic insight. I was unable and advised the Tower of this. When the VFR traffic popped out in front of us (not sure if it was us or the other traffic that popped out of the cloud) they were on a short approach. We attempted to slow the airplane by disconnecting from the autopilot; adding full flaps; and leveling off. We slowed to Vref and maintained our slowest practical speed; but we could not slow enough to avoid the traffic on the runway. We were climbing out from the runway when the Tower asked us to go-around make right traffic.They asked us to identify an [air carrier] on final to Runway 10. I advised them unable because I was going back into IMC. They then asked me to fly runway heading. I advised them that I was already heading the opposite direction because turning to runway heading would probably cause a conflict. They asked me if I wanted to go back IFR; but I told them I had never cancelled IFR.I believe they were confused as to whether I was IFR or VFR traffic. They then had me make a left turn from 270 degrees to 330 degrees (almost 300 degrees) and climb to 3;000 feet. When reaching 3;000 feet I asked Tower if they wanted me to stay on Tower or contact Approach/Departure. They advised me to contact Departure. What was concerning about this was the fact that VFR traffic was given priority over IFR traffic to the same runway when the IFR traffic was in IMC. If the other airplane was any slower or we were any faster there could have been a midair collision. We were also forced to do a go-around and resequence which is expensive and caused our passengers to be delayed.

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.