Narrative:

The local controller had cleared small aircraft X for a power overhead approach from 4500' MSL. 500' into our descent an light transport Y called in from the southwest and on a 210 degree bearing to sdl. Runway 3 was in use. I saw the jet my commercial multi-engine INS rated student did not. Seeing the jet and our aircraft were headed for a collision over midfield at 3500' I expected the controller to issue additional instructions. He only told light transport Y to overfly the runway at midfield and enter left downwind, altitude restriction cancelled. West/O the evasive action I took to add power and dive to the right, our 2 aircraft would have met over the fixed distance markers at about 3400' MSL. Light transport Y seemed to make no change in course even though he reported us in sight. My student, at the time the jet passed over us, could do nothing but point to our rooftop windows with his mouth open. I happened to know the controller, and for the most part we get very good service from this individual. So when we got small aircraft X safely on the ground, I phoned the tower. In discussing what we each saw, the controller said repeatedly that the conditions were VFR and there was nothing he could do west/O radar in the tower. I suggested that in the future instead of sending jets to spots where known light aircraft are that he might hold the jet at 3500' MSL or send him (the jet) to the paradise valley mall for pattern entry. (The mall is another charted and locally known reporting point for pattern entry for runway 3.) I believe there were a # of issues here: 1) see and avoid worked this time. 2) local noise abatement procedures took away the safer, straighter, quieter, and more fuel efficient option of a straight in approach for the jet. 3) the lack of radar at an airport which by yr's end may just be the world's busiest single runway field. I hope we don't have to have an actual midair collision to get our controllers the equipment they need to handle the traffic. The controller (usually a very fine controller) put 2 aircraft of dissimilar size, speed and flight characteristics into a deal, where they would meet at the same spot in the air.

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Original NASA ASRS Text

Title: SMA Y HAD NMAC WITH LTT Y. EVASIVE ACTION TAKEN.

Narrative: THE LCL CTLR HAD CLRED SMA X FOR A PWR OVERHEAD APCH FROM 4500' MSL. 500' INTO OUR DSNT AN LTT Y CALLED IN FROM THE SW AND ON A 210 DEG BEARING TO SDL. RWY 3 WAS IN USE. I SAW THE JET MY COMMERCIAL MULTI-ENG INS RATED STUDENT DID NOT. SEEING THE JET AND OUR ACFT WERE HEADED FOR A COLLISION OVER MIDFIELD AT 3500' I EXPECTED THE CTLR TO ISSUE ADDITIONAL INSTRUCTIONS. HE ONLY TOLD LTT Y TO OVERFLY THE RWY AT MIDFIELD AND ENTER LEFT DOWNWIND, ALT RESTRICTION CANCELLED. W/O THE EVASIVE ACTION I TOOK TO ADD PWR AND DIVE TO THE RIGHT, OUR 2 ACFT WOULD HAVE MET OVER THE FIXED DISTANCE MARKERS AT ABOUT 3400' MSL. LTT Y SEEMED TO MAKE NO CHANGE IN COURSE EVEN THOUGH HE RPTED US IN SIGHT. MY STUDENT, AT THE TIME THE JET PASSED OVER US, COULD DO NOTHING BUT POINT TO OUR ROOFTOP WINDOWS WITH HIS MOUTH OPEN. I HAPPENED TO KNOW THE CTLR, AND FOR THE MOST PART WE GET VERY GOOD SVC FROM THIS INDIVIDUAL. SO WHEN WE GOT SMA X SAFELY ON THE GND, I PHONED THE TWR. IN DISCUSSING WHAT WE EACH SAW, THE CTLR SAID REPEATEDLY THAT THE CONDITIONS WERE VFR AND THERE WAS NOTHING HE COULD DO W/O RADAR IN THE TWR. I SUGGESTED THAT IN THE FUTURE INSTEAD OF SENDING JETS TO SPOTS WHERE KNOWN LIGHT ACFT ARE THAT HE MIGHT HOLD THE JET AT 3500' MSL OR SEND HIM (THE JET) TO THE PARADISE VALLEY MALL FOR PATTERN ENTRY. (THE MALL IS ANOTHER CHARTED AND LOCALLY KNOWN RPTING POINT FOR PATTERN ENTRY FOR RWY 3.) I BELIEVE THERE WERE A # OF ISSUES HERE: 1) SEE AND AVOID WORKED THIS TIME. 2) LCL NOISE ABATEMENT PROCS TOOK AWAY THE SAFER, STRAIGHTER, QUIETER, AND MORE FUEL EFFICIENT OPTION OF A STRAIGHT IN APCH FOR THE JET. 3) THE LACK OF RADAR AT AN ARPT WHICH BY YR'S END MAY JUST BE THE WORLD'S BUSIEST SINGLE RWY FIELD. I HOPE WE DON'T HAVE TO HAVE AN ACTUAL MIDAIR COLLISION TO GET OUR CTLRS THE EQUIP THEY NEED TO HANDLE THE TFC. THE CTLR (USUALLY A VERY FINE CTLR) PUT 2 ACFT OF DISSIMILAR SIZE, SPD AND FLT CHARACTERISTICS INTO A DEAL, WHERE THEY WOULD MEET AT THE SAME SPOT IN THE AIR.

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.