Narrative:

Once we were switched to tower frequency the controller instructed us to slow to final approach speed. We were number one for the field but another aircraft needed to takeoff and a C182 was in the pattern for 19. We were landing 15. While on final the ATC controller instructed the C182 to make right traffic. They informed us they would be at 1300 over the [15] numbers. The C182 was actually on about 3/4 mile west and at 1300 but descending. We were on final for 15 and on glide path. We came within 350 feet or less of the C182. This caused us to be in a no go around situation as we had no maneuvering speed or room once we spotted the airplane and got the TA traffic call. The only reason we didn't get an RA was because we were too low to the ground on the glideslope. We informed tower that was unacceptable as well as requested the tower supervisor's phone number. We debriefed with him once we landed back to base and explained the situation. He informed us they were operating within their allowances even though it's probably not a good choice. ATC aligning the aircraft incorrectly sequenced for the runways. The C182 being too wide and into our protected final. Loss of situational awareness on both ATC and C182. If we would have had an out we would have taken it however after spotting the airplane visually we realized we were in a bad spot. A go around would have caused more harm than good and would have most likely caused a midair collision. Have ATC space aircraft better out for that runway so as not to attempt low flybys on landing aircraft for runway 15. Instruct the C182 about what over the numbers means. The btv pattern procedures need to be reviewed and either have the airplane on the downwind go outside of ours or ATC sequence the two so as not to meet at the same time. Also by having us slow early this probably also contributed to the two aircraft meeting so closely.

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Original NASA ASRS Text

Title: ERJ Captain reported a NMAC with a C182 on final for Runway 15 at BTV.

Narrative: Once we were switched to Tower frequency the controller instructed us to slow to final approach speed. We were number one for the field but another aircraft needed to takeoff and a C182 was in the pattern for 19. We were landing 15. While on final the ATC controller instructed the C182 to make right traffic. They informed us they would be at 1300 over the [15] numbers. The C182 was actually on about 3/4 mile west and at 1300 but descending. We were on final for 15 and on glide path. We came within 350 feet or less of the C182. This caused us to be in a no go around situation as we had no maneuvering speed or room once we spotted the airplane and got the TA Traffic call. The only reason we didn't get an RA was because we were too low to the ground on the glideslope. We informed tower that was unacceptable as well as requested the tower supervisor's phone number. We debriefed with him once we landed back to base and explained the situation. He informed us they were operating within their allowances even though it's probably not a good choice. ATC aligning the aircraft incorrectly sequenced for the runways. The C182 being too wide and into our protected final. Loss of Situational awareness on both ATC and C182. If we would have had an out we would have taken it however after spotting the airplane visually we realized we were in a bad spot. A go around would have caused more harm than good and would have most likely caused a midair collision. Have ATC space aircraft better out for that runway so as not to attempt low flybys on landing aircraft for runway 15. Instruct the C182 about what over the numbers means. The BTV pattern procedures need to be reviewed and either have the airplane on the downwind go outside of ours or ATC sequence the two so as not to meet at the same time. Also by having us slow early this probably also contributed to the two aircraft meeting so closely.

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.