Close proximity commuter light transport and lttq on a training mission.

Attributes
ACN	149022
Time
Date	199006
Day	Fri
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : bqk
State Reference	GA
Altitude	agl bound lower : 500 agl bound upper : 800
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zjx
Operator	common carrier : air carrier
Make Model Name	Light Transport, Low Wing, 2 Turboprop Eng
Flight Phase	other
Route In Use	approach : visual
Flight Plan	IFR
Aircraft 2
Make Model Name	Light Transport, Low Wing, 2 Turbojet Eng
Flight Phase	descent : approach landing : go around
Route In Use	approach : visual
Flight Plan	None
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 265 flight time total : 4550 flight time type : 1250
ASRS Report	149022
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : commercial pilot : instrument
Events
Anomaly	other spatial deviation
Independent Detector	other flight crewa
Resolutory Action	flight crew : took evasive action other
Consequence	Other
Miss Distance	horizontal : 3000 vertical : 300
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	other

Narrative:

We were in left traffic on downwind to runway 25 at glynco. We had contacted unicom for an airport advisory and had been making numerous position reports prior to entering the pattern. Unicom's advisory included no reported traffic. We heard no other aircraft making reports at glynco while we monitored the frequency. Just prior to turning base, an small aircraft reported entering downwind to runway 25 for touch and goes. We looked, did not see the small aircraft, reported turning base, and executed the turn. When we rolled out established on base the first officer pointed to 10 O'clock and said 'do you see that?!' when I looked I saw an light transport a jet climbing out from runway 7 at 400' to 500'. Immediately, I began a turn to the right and noticed the jet beginning to turn out left. I called for gear up and flaps to the departure setting (15 degrees) as I raised the pitch for a climb. I was able to keep the jet in sight until it passed through 7 O'clock. We rolled out parallel to downwind approximately 2 mi from the airport with the intention of reentering the pattern. The small aircraft reported base to final and the first officer was able to spot him. We called jax center and asked if he had cleared an light transport for the ILS 7 or for an approach to glynco. Jax reported that the jet had cancelled IFR with him some time ago with the intention of practicing ILS approachs in VFR conditions. Now he tells us! Why was the light transport Q not making any position reports in marginal VFR approaching the airport against the favored runway with other aircraft in the pattern? We were able to contact the jet and ask him this. His reply was, 'we're VFR' i.e., we can do whatever we want. Obviously he was monitoring the frequency! Why did he continue his approach fully through the missed approach procedure which is a climbing left turn back to the OM. He never saw us. Luckily, we saw him. Center should have told us so we could have tried to contact the light transport prior to entering the pattern. The light transport should have been using proper uncontrolled field procedures. We should have requested an ILS to runway 7 circle to runway 25 because of the marginal conditions. Scheduled carriers should not use uncontrolled fields.

Original NASA ASRS Text

Title: CLOSE PROX COMMUTER LTT AND LTTQ ON A TRAINING MISSION.

Narrative: WE WERE IN L TFC ON DOWNWIND TO RWY 25 AT GLYNCO. WE HAD CONTACTED UNICOM FOR AN ARPT ADVISORY AND HAD BEEN MAKING NUMEROUS POS RPTS PRIOR TO ENTERING THE PATTERN. UNICOM'S ADVISORY INCLUDED NO RPTED TFC. WE HEARD NO OTHER ACFT MAKING RPTS AT GLYNCO WHILE WE MONITORED THE FREQ. JUST PRIOR TO TURNING BASE, AN SMA RPTED ENTERING DOWNWIND TO RWY 25 FOR TOUCH AND GOES. WE LOOKED, DID NOT SEE THE SMA, RPTED TURNING BASE, AND EXECUTED THE TURN. WHEN WE ROLLED OUT ESTABLISHED ON BASE THE FO POINTED TO 10 O'CLOCK AND SAID 'DO YOU SEE THAT?!' WHEN I LOOKED I SAW AN LTT A JET CLBING OUT FROM RWY 7 AT 400' TO 500'. IMMEDIATELY, I BEGAN A TURN TO THE R AND NOTICED THE JET BEGINNING TO TURN OUT L. I CALLED FOR GEAR UP AND FLAPS TO THE DEP SETTING (15 DEGS) AS I RAISED THE PITCH FOR A CLB. I WAS ABLE TO KEEP THE JET IN SIGHT UNTIL IT PASSED THROUGH 7 O'CLOCK. WE ROLLED OUT PARALLEL TO DOWNWIND APPROX 2 MI FROM THE ARPT WITH THE INTENTION OF REENTERING THE PATTERN. THE SMA RPTED BASE TO FINAL AND THE FO WAS ABLE TO SPOT HIM. WE CALLED JAX CTR AND ASKED IF HE HAD CLRED AN LTT FOR THE ILS 7 OR FOR AN APCH TO GLYNCO. JAX RPTED THAT THE JET HAD CANCELLED IFR WITH HIM SOME TIME AGO WITH THE INTENTION OF PRACTICING ILS APCHS IN VFR CONDITIONS. NOW HE TELLS US! WHY WAS THE LTT Q NOT MAKING ANY POS RPTS IN MARGINAL VFR APCHING THE ARPT AGAINST THE FAVORED RWY WITH OTHER ACFT IN THE PATTERN? WE WERE ABLE TO CONTACT THE JET AND ASK HIM THIS. HIS REPLY WAS, 'WE'RE VFR' I.E., WE CAN DO WHATEVER WE WANT. OBVIOUSLY HE WAS MONITORING THE FREQ! WHY DID HE CONTINUE HIS APCH FULLY THROUGH THE MISSED APCH PROC WHICH IS A CLBING L TURN BACK TO THE OM. HE NEVER SAW US. LUCKILY, WE SAW HIM. CTR SHOULD HAVE TOLD US SO WE COULD HAVE TRIED TO CONTACT THE LTT PRIOR TO ENTERING THE PATTERN. THE LTT SHOULD HAVE BEEN USING PROPER UNCTLED FIELD PROCS. WE SHOULD HAVE REQUESTED AN ILS TO RWY 7 CIRCLE TO RWY 25 BECAUSE OF THE MARGINAL CONDITIONS. SCHEDULED CARRIERS SHOULD NOT USE UNCTLED FIELDS.

Data retrieved from NASA's ASRS site as of July 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.