Narrative:

Afternoon circuit breaker's over island of jamaica. During descent approach cleared us for savem one arrival with VOR/DME approach. Prior to savem clrd to 9000' and directed now to VOR to hold with expect clear. Time at 13 NM approach . Asked if we could make the 10 NM arc. We agreed but requested confirmation. We were cleared again for the savem arrival. Approach agreed. Turning inbound to the VOR we had to again confirm that we were cleared approach on arrival at the VOR. Approach confirmed and advised we were following an medium large transport X. At 5 NM from VOR (in VMC conditions), an large transport Y reported in. Approach asked his position. He reported 7 NM and 7500'. With this we realized he had to be 2 NM behind us. My first officer reported on the radio our position now of 4.5 NM and 2500' descending to 1800' (arrival requested crossing VOR at 1800'). The airport is 5 NM beyond the VOR. Because large transport Y was somewhere behind me at approximately 2 NM, I held my speed up as long as possible. After passing the VOR, with medium large transport in sight, I spaced behind them and received landing clearance. We were on the profile using PAPI lights at approximately 500' (medium large transport X was clearing the runway) when we observed large transport Y now in front and above us, configured for landing, descending and I believe asking for landing clearance. Approach/tower controller was difficult to understand but he said 'turn right'. Large transport Y responded 'you want large transport to turn right?' approach/tower responded 'roger, turn right, go around.' large transport Y said 'go around' and did so. My first officer told the large transport Y 'you went right over us, that was pretty close.' approach responded 'yes, that was close.' after landing we talked to the large transport Y pilots. They said they never saw us. They saw the aircraft (medium large transport X) turn off and thought that was us. If they had not been unusually high, but had been on a normal G/south profile, they would have run over us. Approach control had no radar and traffic control was terrible combined with broken english and poor terminology. I have to assume that large transport Y was not flying the published approach but rather, planning on a visibility approach. It emphasizes the importance of really listening up on the radio and try to have a visibility or mental picture of the known traffic in the area.

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Original NASA ASRS Text

Title: AN ACFT PASSED OVER THE TOP OF ANOTHER ACFT WHILE IT WAS ON A 2 MILE FINAL APCH.

Narrative: AFTERNOON CB'S OVER ISLAND OF JAMAICA. DURING DSNT APCH CLRED US FOR SAVEM ONE ARR WITH VOR/DME APCH. PRIOR TO SAVEM CLRD TO 9000' AND DIRECTED NOW TO VOR TO HOLD WITH EXPECT CLR. TIME AT 13 NM APCH . ASKED IF WE COULD MAKE THE 10 NM ARC. WE AGREED BUT REQUESTED CONFIRMATION. WE WERE CLRED AGAIN FOR THE SAVEM ARR. APCH AGREED. TURNING INBND TO THE VOR WE HAD TO AGAIN CONFIRM THAT WE WERE CLRED APCH ON ARR AT THE VOR. APCH CONFIRMED AND ADVISED WE WERE FOLLOWING AN MLG X. AT 5 NM FROM VOR (IN VMC CONDITIONS), AN LGT Y RPTED IN. APCH ASKED HIS POS. HE RPTED 7 NM AND 7500'. WITH THIS WE REALIZED HE HAD TO BE 2 NM BEHIND US. MY F/O RPTED ON THE RADIO OUR POS NOW OF 4.5 NM AND 2500' DSNDING TO 1800' (ARR REQUESTED XING VOR AT 1800'). THE ARPT IS 5 NM BEYOND THE VOR. BECAUSE LGT Y WAS SOMEWHERE BEHIND ME AT APPROX 2 NM, I HELD MY SPD UP AS LONG AS POSSIBLE. AFTER PASSING THE VOR, WITH MLG IN SIGHT, I SPACED BEHIND THEM AND RECEIVED LNDG CLRNC. WE WERE ON THE PROFILE USING PAPI LIGHTS AT APPROX 500' (MLG X WAS CLRING THE RWY) WHEN WE OBSERVED LGT Y NOW IN FRONT AND ABOVE US, CONFIGURED FOR LNDG, DSNDING AND I BELIEVE ASKING FOR LNDG CLRNC. APCH/TWR CTLR WAS DIFFICULT TO UNDERSTAND BUT HE SAID 'TURN R'. LGT Y RESPONDED 'YOU WANT LGT TO TURN R?' APCH/TWR RESPONDED 'ROGER, TURN R, GO AROUND.' LGT Y SAID 'GO AROUND' AND DID SO. MY F/O TOLD THE LGT Y 'YOU WENT R OVER US, THAT WAS PRETTY CLOSE.' APCH RESPONDED 'YES, THAT WAS CLOSE.' AFTER LNDG WE TALKED TO THE LGT Y PLTS. THEY SAID THEY NEVER SAW US. THEY SAW THE ACFT (MLG X) TURN OFF AND THOUGHT THAT WAS US. IF THEY HAD NOT BEEN UNUSUALLY HIGH, BUT HAD BEEN ON A NORMAL G/S PROFILE, THEY WOULD HAVE RUN OVER US. APCH CTL HAD NO RADAR AND TFC CTL WAS TERRIBLE COMBINED WITH BROKEN ENGLISH AND POOR TERMINOLOGY. I HAVE TO ASSUME THAT LGT Y WAS NOT FLYING THE PUBLISHED APCH BUT RATHER, PLANNING ON A VIS APCH. IT EMPHASIZES THE IMPORTANCE OF REALLY LISTENING UP ON THE RADIO AND TRY TO HAVE A VIS OR MENTAL PICTURE OF THE KNOWN TFC IN THE AREA.

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.