Narrative:

Departed gwr on an IFR flight plan to cgx airport. Within 10 mins I was advised that IFR to cgx was not possible and that IFR to minimum 100 NM of cgx was also not possible. I then asked for and was given a clearance to gyy. Proceeded to gyy via radar vectors and was cleared for the ILS 30 approach. Was not receiving either the localizer or G/south but did have the airport in sight. Had trouble establishing radio contact with gyy tower so began executing a missed approach. Finally, requested and received special VFR clearance to depart the gyy control zone northbound. At a point 10 NM due east of cgx, I turned westbound and established radio contact with cgx tower 8 NM east. I was instructed to proceed inbound and report a 3 mi right base for runway 36, #3 to land behind an small aircraft Y. Small aircraft Y was on a right downwind for runway 36. I had no visibility contact with either the #1 or #2 aircraft. Since my heading of 270 degrees would take me direct to the field I turned 15 degrees left to arrive on a 3 mi right base. Approximately 3 NM from cgx I encountered a southbound small aircraft Y at the same altitude and on a collision course. I took evasive action by descending 300-400'. We missed by approximately 200' vertically and 500' horizontally. Contributing factors to this near miss. Inability of aircraft to proceed to cgx on an IFR clearance. It appears that the ATC system cannot handle the load. Lack of an instrument approach at a busy airport. Confusion as to the actual location of aircraft in the traffic pattern. Corrective action on my part will be to remain in radar contact for traffic advisories. Another good course of action would have been to remain on an IFR clearance to cgx if at all possible. Considering the confusion at gyy tower with IFR/special VFR I should have landed at gyy.

Related reports:

Google
 

Original NASA ASRS Text

Title: CLOSE PROX GA-SMT GA-SMA IN TRAFFIC PATTERN AT CGX.

Narrative: DEPARTED GWR ON AN IFR FLT PLAN TO CGX ARPT. WITHIN 10 MINS I WAS ADVISED THAT IFR TO CGX WAS NOT POSSIBLE AND THAT IFR TO MINIMUM 100 NM OF CGX WAS ALSO NOT POSSIBLE. I THEN ASKED FOR AND WAS GIVEN A CLRNC TO GYY. PROCEEDED TO GYY VIA RADAR VECTORS AND WAS CLRED FOR THE ILS 30 APCH. WAS NOT RECEIVING EITHER THE LOC OR G/S BUT DID HAVE THE ARPT IN SIGHT. HAD TROUBLE ESTABLISHING RADIO CONTACT WITH GYY TWR SO BEGAN EXECUTING A MISSED APCH. FINALLY, REQUESTED AND RECEIVED SPECIAL VFR CLRNC TO DEPART THE GYY CTL ZONE NBND. AT A POINT 10 NM DUE E OF CGX, I TURNED WBND AND ESTABLISHED RADIO CONTACT WITH CGX TWR 8 NM E. I WAS INSTRUCTED TO PROCEED INBND AND RPT A 3 MI R BASE FOR RWY 36, #3 TO LAND BEHIND AN SMA Y. SMA Y WAS ON A R DOWNWIND FOR RWY 36. I HAD NO VIS CONTACT WITH EITHER THE #1 OR #2 ACFT. SINCE MY HDG OF 270 DEGS WOULD TAKE ME DIRECT TO THE FIELD I TURNED 15 DEGS L TO ARRIVE ON A 3 MI R BASE. APPROX 3 NM FROM CGX I ENCOUNTERED A SBND SMA Y AT THE SAME ALT AND ON A COLLISION COURSE. I TOOK EVASIVE ACTION BY DSNDING 300-400'. WE MISSED BY APPROX 200' VERTICALLY AND 500' HORIZLY. CONTRIBUTING FACTORS TO THIS NEAR MISS. INABILITY OF ACFT TO PROCEED TO CGX ON AN IFR CLRNC. IT APPEARS THAT THE ATC SYS CANNOT HANDLE THE LOAD. LACK OF AN INSTRUMENT APCH AT A BUSY ARPT. CONFUSION AS TO THE ACTUAL LOCATION OF ACFT IN THE TFC PATTERN. CORRECTIVE ACTION ON MY PART WILL BE TO REMAIN IN RADAR CONTACT FOR TFC ADVISORIES. ANOTHER GOOD COURSE OF ACTION WOULD HAVE BEEN TO REMAIN ON AN IFR CLRNC TO CGX IF AT ALL POSSIBLE. CONSIDERING THE CONFUSION AT GYY TWR WITH IFR/SPECIAL VFR I SHOULD HAVE LANDED AT GYY.

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.