Narrative:

We small aircraft X were local IFR practicing instrument approachs. Handed off to tower and contacted them just inside OM at 4/5 mi. We were given an advisory by tower of small aircraft Y also reported in air west and the small aircraft Y was given traffic on ILS just inside OM. He reported 'no joy' and said he was 8.8 out (DME off his LORAN probably) about 7 mi out. We were told to make 2 mi report and did and we were then cleared for low approach. Approximately 30 seconds later, small aircraft Y was given traffic to follow 1 mi final (us). He still didn't have traffic and reported he had traffic on the runway and he was 3.3 out. The tower then advised his traffic should be right off his right side. He still didn't have traffic. At that time I looked off to my left and a second later, I saw his fuselage pass right off my left side. I was somewhat in shock momentarily and as he passed down towards the runway, I turned off to the right and climbed to my missed approach altitude. Advised the tower of his missed and they cleared me to climb and him to land. Contributing factors to this event, sfb control tower in non-federal and non-radar equipped. For the amount of traffic sfb does with FBO aviation academy and increasing number of both other local traffic and jets coming in it is hard to separate traffic visly at all times. WX 1200 sct to broken 3 fh. Haze had limited the visibility and it often does at sfb. Sfb constantly has left traffic touch and go and low approach IFR traffic approximately 700-800 operations a day. Other factors I believe was that he reported DME off NDB and not sure tower controllers at that time were aware of that. I know controllers in the afternoon are aware of that. Tower couldn't tell sep. We were indicating 90-95 KIAS and his speed should have been comparable especially if he knew an small aircraft X was in front of him. His speed must have been higher.

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Original NASA ASRS Text

Title: CLOSE PROX GA SMA IN SFB ATA MAKING IFR TOUCH AND GO APCHS AND GA SMA INBOUND FROM THE WEST.

Narrative: WE SMA X WERE LCL IFR PRACTICING INSTRUMENT APCHS. HANDED OFF TO TWR AND CONTACTED THEM JUST INSIDE OM AT 4/5 MI. WE WERE GIVEN AN ADVISORY BY TWR OF SMA Y ALSO RPTED IN AIR W AND THE SMA Y WAS GIVEN TFC ON ILS JUST INSIDE OM. HE RPTED 'NO JOY' AND SAID HE WAS 8.8 OUT (DME OFF HIS LORAN PROBABLY) ABOUT 7 MI OUT. WE WERE TOLD TO MAKE 2 MI RPT AND DID AND WE WERE THEN CLRED FOR LOW APCH. APPROX 30 SECS LATER, SMA Y WAS GIVEN TFC TO FOLLOW 1 MI FINAL (US). HE STILL DIDN'T HAVE TFC AND RPTED HE HAD TFC ON THE RWY AND HE WAS 3.3 OUT. THE TWR THEN ADVISED HIS TFC SHOULD BE R OFF HIS R SIDE. HE STILL DIDN'T HAVE TFC. AT THAT TIME I LOOKED OFF TO MY L AND A SECOND LATER, I SAW HIS FUSELAGE PASS R OFF MY L SIDE. I WAS SOMEWHAT IN SHOCK MOMENTARILY AND AS HE PASSED DOWN TOWARDS THE RWY, I TURNED OFF TO THE R AND CLBED TO MY MISSED APCH ALT. ADVISED THE TWR OF HIS MISSED AND THEY CLRED ME TO CLB AND HIM TO LAND. CONTRIBUTING FACTORS TO THIS EVENT, SFB CTL TWR IN NON-FEDERAL AND NON-RADAR EQUIPPED. FOR THE AMOUNT OF TFC SFB DOES WITH FBO AVIATION ACADEMY AND INCREASING NUMBER OF BOTH OTHER LCL TFC AND JETS COMING IN IT IS HARD TO SEPARATE TFC VISLY AT ALL TIMES. WX 1200 SCT TO BKN 3 FH. HAZE HAD LIMITED THE VISIBILITY AND IT OFTEN DOES AT SFB. SFB CONSTANTLY HAS LEFT TFC TOUCH AND GO AND LOW APCH IFR TFC APPROX 700-800 OPS A DAY. OTHER FACTORS I BELIEVE WAS THAT HE RPTED DME OFF NDB AND NOT SURE TWR CTLRS AT THAT TIME WERE AWARE OF THAT. I KNOW CTLRS IN THE AFTERNOON ARE AWARE OF THAT. TWR COULDN'T TELL SEP. WE WERE INDICATING 90-95 KIAS AND HIS SPD SHOULD HAVE BEEN COMPARABLE ESPECIALLY IF HE KNEW AN SMA X WAS IN FRONT OF HIM. HIS SPD MUST HAVE BEEN HIGHER.

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.