On GS intercept at 2000 MSL flight on approach to hpn, flight crew of medium large transport had near midair collision with small aircraft on crossing heading.

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Attributes
ACN	194390
Time
Date	199111
Day	Fri
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : hpn
State Reference	NY
Altitude	msl bound lower : 2000 msl bound upper : 2000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : n90
Operator	common carrier : air carrier
Make Model Name	Medium Large Transport, Low Wing, 2 Turbojet Eng
Navigation In Use	Other Other
Flight Phase	descent : approach descent other
Route In Use	arrival other enroute : on vectors
Flight Plan	IFR
Aircraft 2
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Flight Phase	cruise other
Flight Plan	None
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp pilot : commercial pilot : instrument
ASRS Report	194390
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : instrument pilot : atp pilot : commercial
Events
Anomaly	conflict : ground critical other anomaly other
Independent Detector	other flight crewa
Resolutory Action	none taken : insufficient time
Consequence	Other
Miss Distance	horizontal : 0 vertical : 400
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

We were vectored almost to the north shore of long island at 2000 before being turned to the northwest and cleared for the approach. As we approached the shore line (and the GS) we were told to slow as much as possible for a light aircraft on final. Both the first officer and I were also visually tracking numerous other targets. We both saw a fairly high speed target to our left front at what we estimated 300-500 below us. This aircraft passed below us just as we captured the GS. We questioned the controller about this aircraft (which he did not alert us to) and he commented that it was incredible but legal. The inconceivable factor is that this aircraft probably stayed at 1500 (or so) from the previous 1500 TCA restriction but he could have climbed to 3000 and through the GS altitude at any time. It makes no sense and is dangerous to have the floor of the TCA at 3000 over long island sound on the final approach course to runway 34 at hpn. Based on this and other flts into hpn, I recommend strongly that the floor of the TCA should be 1500 in this area and the TCA should extend further north of hpn.

Original NASA ASRS Text

Title: ON GS INTERCEPT AT 2000 MSL FLT ON APCH TO HPN, FLC OF MLG HAD NMAC WITH SMA ON XING HDG.

Narrative: WE WERE VECTORED ALMOST TO THE N SHORE OF LONG ISLAND AT 2000 BEFORE BEING TURNED TO THE NW AND CLRED FOR THE APCH. AS WE APCHED THE SHORE LINE (AND THE GS) WE WERE TOLD TO SLOW AS MUCH AS POSSIBLE FOR A LIGHT ACFT ON FINAL. BOTH THE FO AND I WERE ALSO VISUALLY TRACKING NUMEROUS OTHER TARGETS. WE BOTH SAW A FAIRLY HIGH SPD TARGET TO OUR L FRONT AT WHAT WE ESTIMATED 300-500 BELOW US. THIS ACFT PASSED BELOW US JUST AS WE CAPTURED THE GS. WE QUESTIONED THE CTLR ABOUT THIS ACFT (WHICH HE DID NOT ALERT US TO) AND HE COMMENTED THAT IT WAS INCREDIBLE BUT LEGAL. THE INCONCEIVABLE FACTOR IS THAT THIS ACFT PROBABLY STAYED AT 1500 (OR SO) FROM THE PREVIOUS 1500 TCA RESTRICTION BUT HE COULD HAVE CLBED TO 3000 AND THROUGH THE GS ALT AT ANY TIME. IT MAKES NO SENSE AND IS DANGEROUS TO HAVE THE FLOOR OF THE TCA AT 3000 OVER LONG ISLAND SOUND ON THE FINAL APCH COURSE TO RWY 34 AT HPN. BASED ON THIS AND OTHER FLTS INTO HPN, I RECOMMEND STRONGLY THAT THE FLOOR OF THE TCA SHOULD BE 1500 IN THIS AREA AND THE TCA SHOULD EXTEND FURTHER N OF HPN.

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.