Narrative:

As we approached cedar city, ut, in an light transport, we cancelled IFR at approximately 25 mi northeast of the airport. The PNF, who was designated captain for the day's flying, called unicom for an advisory. We were told the winds were light out of the south and that there was a military spc making practice approachs to runway 20. The spc pilot came on frequency and announced that he was on a 10 mi final for runway 20. I heard the call as 2 mi final. At this the PNF announced that we would enter a left base for runway 20 and were told by unicom that the correct pattern was right hand for 20. The PNF then asked me if I wanted to just intercept the ILS final for 20 behind the spc. I replied that since the spc was well ahead of us on a 2 mi final that should work out well. At this time we were 15-17 mi out. The PNF tuned in the ILS for runway 20 but it didn't come up on the screen. I asked him to check the frequency which was incorrectly entered and that solved the problem. Unfortunately, I was checking it at the same time so as a result we were both looking inside the aircraft adjusting radios for a min or so. As this occurred we intercepted the localizer at approximately 10 mi out. At approximately 7-8 mi out, and with a full-scale fly down reading on the GS indicator, we heard someone on the CTAF frequency say, 'traffic at cedar city, you just blew right by us!' the PNF asked if the spc pilot was talking to us and got an affirmative reply. The spc pilot said that we passed over and within a half mi of the spc. Needless to say, neither of us saw the spc and of course they couldn't see us until it was too late to do anything. At this point we figured that since we were already ahead of the spc and faster we might as well continue the approach instead of breaking off and circling around behind him again. Another factor was that we still hadn't seen the other airplane and I didn't want to turn into it. The spc pilot announced that they were breaking off the approach a few seconds later. They then reentered the practice ILS approach. After we were on the ground the spc pilot asked if we had seen them ahead of us on the final approach course and we answered that we had not. As the captain and I discussed it, I learned that he had heard the spc pilot report his position as a 10 mi final but believed that we were still well behind the spc.

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Original NASA ASRS Text

Title: LTT JET ARRIVING AT DEST, NON TWR ARPT. TOLD MIL ACFT ON 10 MI FINAL. NMAC AS LTT OVERTAKES MIL.

Narrative: AS WE APCHED CEDAR CITY, UT, IN AN LTT, WE CANCELLED IFR AT APPROX 25 MI NE OF THE ARPT. THE PNF, WHO WAS DESIGNATED CAPT FOR THE DAY'S FLYING, CALLED UNICOM FOR AN ADVISORY. WE WERE TOLD THE WINDS WERE LIGHT OUT OF THE S AND THAT THERE WAS A MIL SPC MAKING PRACTICE APCHS TO RWY 20. THE SPC PLT CAME ON FREQ AND ANNOUNCED THAT HE WAS ON A 10 MI FINAL FOR RWY 20. I HEARD THE CALL AS 2 MI FINAL. AT THIS THE PNF ANNOUNCED THAT WE WOULD ENTER A L BASE FOR RWY 20 AND WERE TOLD BY UNICOM THAT THE CORRECT PATTERN WAS R HAND FOR 20. THE PNF THEN ASKED ME IF I WANTED TO JUST INTERCEPT THE ILS FINAL FOR 20 BEHIND THE SPC. I REPLIED THAT SINCE THE SPC WAS WELL AHEAD OF US ON A 2 MI FINAL THAT SHOULD WORK OUT WELL. AT THIS TIME WE WERE 15-17 MI OUT. THE PNF TUNED IN THE ILS FOR RWY 20 BUT IT DIDN'T COME UP ON THE SCREEN. I ASKED HIM TO CHK THE FREQ WHICH WAS INCORRECTLY ENTERED AND THAT SOLVED THE PROBLEM. UNFORTUNATELY, I WAS CHKING IT AT THE SAME TIME SO AS A RESULT WE WERE BOTH LOOKING INSIDE THE ACFT ADJUSTING RADIOS FOR A MIN OR SO. AS THIS OCCURRED WE INTERCEPTED THE LOC AT APPROX 10 MI OUT. AT APPROX 7-8 MI OUT, AND WITH A FULL-SCALE FLY DOWN READING ON THE GS INDICATOR, WE HEARD SOMEONE ON THE CTAF FREQ SAY, 'TFC AT CEDAR CITY, YOU JUST BLEW RIGHT BY US!' THE PNF ASKED IF THE SPC PLT WAS TALKING TO US AND GOT AN AFFIRMATIVE REPLY. THE SPC PLT SAID THAT WE PASSED OVER AND WITHIN A HALF MI OF THE SPC. NEEDLESS TO SAY, NEITHER OF US SAW THE SPC AND OF COURSE THEY COULDN'T SEE US UNTIL IT WAS TOO LATE TO DO ANYTHING. AT THIS POINT WE FIGURED THAT SINCE WE WERE ALREADY AHEAD OF THE SPC AND FASTER WE MIGHT AS WELL CONTINUE THE APCH INSTEAD OF BREAKING OFF AND CIRCLING AROUND BEHIND HIM AGAIN. ANOTHER FACTOR WAS THAT WE STILL HADN'T SEEN THE OTHER AIRPLANE AND I DIDN'T WANT TO TURN INTO IT. THE SPC PLT ANNOUNCED THAT THEY WERE BREAKING OFF THE APCH A FEW SECONDS LATER. THEY THEN REENTERED THE PRACTICE ILS APCH. AFTER WE WERE ON THE GND THE SPC PLT ASKED IF WE HAD SEEN THEM AHEAD OF US ON THE FINAL APCH COURSE AND WE ANSWERED THAT WE HAD NOT. AS THE CAPT AND I DISCUSSED IT, I LEARNED THAT HE HAD HEARD THE SPC PLT RPT HIS POS AS A 10 MI FINAL BUT BELIEVED THAT WE WERE STILL WELL BEHIND THE SPC.

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.