Narrative:

ATC cleared us for the ILS to runway 23 into rdm in VMC conditions. Seattle center advised us to cancel on the ground and frequency change approved. I was the pm (pilot monitoring) and made numerous position calls on the CTAF frequency for a straight in runway 23 landing. There was aircraft Y reporting in the area as well. He stated that he was 4 SM north of the field and would over-fly the airport and extend downwind and wait for us to land. Conditions were night VMC calm winds; 10 SM visibility; 30.35. As we continued [on what] was a visual approach; I noticed that aircraft Y was not where he was reporting; 3 mile final; runway 29. Instead; he was almost over the threshold as we were the same. At that point I called out 'go-around' and the PF (pilot flying) executed the procedure and made the call outs. As we turned to the northwest; I noticed that there was other traffic on TCAS southwest of our position as well although we never heard from them. As we climbed up to altitude; I was communicating with aircraft Y and making CTAF callouts. At this point it was my assumption that we were essentially VFR in VMC conditions and we made the CTAF callouts and joined the right downwind for another visual approach to the same runway. We completed the pattern and landed without further incident.once on the ground we contacted seattle center to advise and they stated that there may have been a pilot deviation because we didn't fly the published map and did not contact the center to advise. Once at the gate; I contacted the center watch desk and spoke to the supervisor who then stated that since I was on an ILS and not a visual; I needed to fly the map and contact them for instructions. He stated that he would be making a report and asked for my information which I supplied.rdm airport is usually busy at this time with GA traffic and numerous aircraft are usually in the area going to different runways. In this case aircraft Y gave incorrect information which almost caused a collision on intersecting runways. My frustration with the other pilot and the gravity of the situation contributed to my omission to contact the center on the missed approach/go-around. On top of that we had been in visual contact with the airport for 20+ miles and had forgotten that I was not on a visual and was in fact on the ILS.apart from having an open control tower which can provide separation and active instructions; I need to be aware of the clearance given and the full procedure to follow in the event of a missed approach/go-around.

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Original NASA ASRS Text

Title: Air carrier flight crew reported not flying the published missed approach procedure to RDM airport as they performed a go-around to avoid conflicting traffic.

Narrative: ATC cleared us for the ILS to Runway 23 into RDM in VMC conditions. Seattle Center advised us to cancel on the ground and frequency change approved. I was the PM (Pilot Monitoring) and made numerous position calls on the CTAF frequency for a straight in Runway 23 landing. There was Aircraft Y reporting in the area as well. He stated that he was 4 SM north of the field and would over-fly the airport and extend downwind and wait for us to land. Conditions were Night VMC calm winds; 10 SM visibility; 30.35. As we continued [on what] was a visual approach; I noticed that Aircraft Y was not where he was reporting; 3 mile final; Runway 29. Instead; he was almost over the threshold as we were the same. At that point I called out 'Go-around' and the PF (Pilot Flying) executed the procedure and made the call outs. As we turned to the northwest; I noticed that there was other traffic on TCAS southwest of our position as well although we never heard from them. As we climbed up to altitude; I was communicating with Aircraft Y and making CTAF callouts. At this point it was my assumption that we were essentially VFR in VMC conditions and we made the CTAF callouts and joined the right downwind for another visual approach to the same runway. We completed the pattern and landed without further incident.Once on the ground we contacted Seattle Center to advise and they stated that there may have been a pilot deviation because we didn't fly the published MAP and did not contact the Center to advise. Once at the gate; I contacted the Center watch desk and spoke to the Supervisor who then stated that since I was on an ILS and not a visual; I needed to fly the MAP and contact them for instructions. He stated that he would be making a report and asked for my information which I supplied.RDM airport is usually busy at this time with GA traffic and numerous aircraft are usually in the area going to different runways. In this case Aircraft Y gave incorrect information which almost caused a collision on intersecting runways. My frustration with the other pilot and the gravity of the situation contributed to my omission to contact the Center on the missed approach/go-around. On top of that we had been in visual contact with the airport for 20+ miles and had forgotten that I was not on a visual and was in fact on the ILS.Apart from having an open Control Tower which can provide separation and active instructions; I need to be aware of the clearance given and the full procedure to follow in the event of a missed approach/go-around.

Data retrieved from NASA's ASRS site 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.