Narrative:

While en route from ilg to cdw, ny approach control was vectoring me to the localizer 22 approach at cdw. Approximately 1 mi from snafu OM, approach handed me off to cdw tower. I switched to the tower frequency, idented myself and position. Tower requested that I report snafu. I crossed snafu, started stop watch, throttled to 15 in. Mp, pulled in 1 notch of flaps, and reported inside snafu. Tower informed me that I was #4 on final for runway 22, and my traffic was an small aircraft Y. I informed the tower that I had the Y in sight. As I descended, it was apparent that I was faster than the Y and was closing on the aircraft, but still within a good safety margin. At approximately 1000 ft and 2 mi out, I was still closing on the Y, so I reduced the throttle to idle, pulled in the second notch of flaps and leveled the aircraft to reduce airspeed. I was still closing on the Y at an airspeed of approximately 95 KTS indicated. When I lost sight of the Y my passenger indicated that the plane was below and to the right of me and I was closing fast. I knew I was unable to fly the approach at 90 or 100 KTS as usual. Looking at the traffic pattern, and the options available to me, I chose not to fly the published missed approach, but to execute a climbing left hand turn to a heading of 130 degrees. I made this choice based on the fact that I was in VMC and there was no traffic to the left and above me. Flying the missed approach, climb to 1100 ft and right turn, would put me in a possibly worse condition for a midair collision, because of the small aircraft Y below me, the other aircraft in a right hand traffic pattern for 22, and the pattern was full of aircraft doing touch and goes. As I began the climbing left turn, I contacted the tower and informed them that I was leaving the pattern, but got no response. I informed them again and they handed me back to ny approach. I contacted ny approach, and informed them where I was and that I had left the pattern. The controller gave me a new heading and altitude, and questioned the procedure that I was flying. I told him what I had done, why I did it, about the full pattern and overtaking the Y. He specifically ask if I felt I was in an unsafe situation, and I informed him that it was 'absolutely unsafe'. While being vectored for another approach, the controller asked for more details and I provided him with the answers to his questions. He asked if I got confused by another aircraft flying an approach to teterboro, and I informed him that was not the case and the problem was with me flying an approach while the tower had extended the traffic pattern for spacing and having 3 other VFR aircraft on final flying slower than I, on an IFR approach. The controller indicated that there was not a problem, and that he would talk with cdw tower, and left the matter at that. When he instructed me to switch to the tower, I thanked him for his concern, consideration and help. I switched to the tower and flew the approach as published, and landed. At no time was I requested to contact any FAA controling agency, cdw tower or ground control.

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Original NASA ASRS Text

Title: NMAC

Narrative: WHILE ENRTE FROM ILG TO CDW, NY APCH CTL WAS VECTORING ME TO THE LOC 22 APCH AT CDW. APPROX 1 MI FROM SNAFU OM, APCH HANDED ME OFF TO CDW TWR. I SWITCHED TO THE TWR FREQ, IDENTED MYSELF AND POS. TWR REQUESTED THAT I RPT SNAFU. I CROSSED SNAFU, STARTED STOP WATCH, THROTTLED TO 15 IN. MP, PULLED IN 1 NOTCH OF FLAPS, AND RPTED INSIDE SNAFU. TWR INFORMED ME THAT I WAS #4 ON FINAL FOR RWY 22, AND MY TFC WAS AN SMA Y. I INFORMED THE TWR THAT I HAD THE Y IN SIGHT. AS I DSNDED, IT WAS APPARENT THAT I WAS FASTER THAN THE Y AND WAS CLOSING ON THE ACFT, BUT STILL WITHIN A GOOD SAFETY MARGIN. AT APPROX 1000 FT AND 2 MI OUT, I WAS STILL CLOSING ON THE Y, SO I REDUCED THE THROTTLE TO IDLE, PULLED IN THE SECOND NOTCH OF FLAPS AND LEVELED THE ACFT TO REDUCE AIRSPD. I WAS STILL CLOSING ON THE Y AT AN AIRSPD OF APPROX 95 KTS INDICATED. WHEN I LOST SIGHT OF THE Y MY PAX INDICATED THAT THE PLANE WAS BELOW AND TO THE R OF ME AND I WAS CLOSING FAST. I KNEW I WAS UNABLE TO FLY THE APCH AT 90 OR 100 KTS AS USUAL. LOOKING AT THE TFC PATTERN, AND THE OPTIONS AVAILABLE TO ME, I CHOSE NOT TO FLY THE PUBLISHED MISSED APCH, BUT TO EXECUTE A CLBING L HAND TURN TO A HDG OF 130 DEGS. I MADE THIS CHOICE BASED ON THE FACT THAT I WAS IN VMC AND THERE WAS NO TFC TO THE L AND ABOVE ME. FLYING THE MISSED APCH, CLB TO 1100 FT AND R TURN, WOULD PUT ME IN A POSSIBLY WORSE CONDITION FOR A MIDAIR COLLISION, BECAUSE OF THE SMA Y BELOW ME, THE OTHER ACFT IN A R HAND TFC PATTERN FOR 22, AND THE PATTERN WAS FULL OF ACFT DOING TOUCH AND GOES. AS I BEGAN THE CLBING L TURN, I CONTACTED THE TWR AND INFORMED THEM THAT I WAS LEAVING THE PATTERN, BUT GOT NO RESPONSE. I INFORMED THEM AGAIN AND THEY HANDED ME BACK TO NY APCH. I CONTACTED NY APCH, AND INFORMED THEM WHERE I WAS AND THAT I HAD LEFT THE PATTERN. THE CTLR GAVE ME A NEW HDG AND ALT, AND QUESTIONED THE PROC THAT I WAS FLYING. I TOLD HIM WHAT I HAD DONE, WHY I DID IT, ABOUT THE FULL PATTERN AND OVERTAKING THE Y. HE SPECIFICALLY ASK IF I FELT I WAS IN AN UNSAFE SITUATION, AND I INFORMED HIM THAT IT WAS 'ABSOLUTELY UNSAFE'. WHILE BEING VECTORED FOR ANOTHER APCH, THE CTLR ASKED FOR MORE DETAILS AND I PROVIDED HIM WITH THE ANSWERS TO HIS QUESTIONS. HE ASKED IF I GOT CONFUSED BY ANOTHER ACFT FLYING AN APCH TO TETERBORO, AND I INFORMED HIM THAT WAS NOT THE CASE AND THE PROBLEM WAS WITH ME FLYING AN APCH WHILE THE TWR HAD EXTENDED THE TFC PATTERN FOR SPACING AND HAVING 3 OTHER VFR ACFT ON FINAL FLYING SLOWER THAN I, ON AN IFR APCH. THE CTLR INDICATED THAT THERE WAS NOT A PROBLEM, AND THAT HE WOULD TALK WITH CDW TWR, AND LEFT THE MATTER AT THAT. WHEN HE INSTRUCTED ME TO SWITCH TO THE TWR, I THANKED HIM FOR HIS CONCERN, CONSIDERATION AND HELP. I SWITCHED TO THE TWR AND FLEW THE APCH AS PUBLISHED, AND LANDED. AT NO TIME WAS I REQUESTED TO CONTACT ANY FAA CTLING AGENCY, CDW TWR OR GND CTL.

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.