Narrative:

I was PIC on a ys-11 operated by xyz on a ferry flight from dulles (iad) to airborne airpark (iln). Due to low ceiling and visibility we were performing the ILS runway 22. We received the handoff from dayton approach to iln tower at 12 DME after clearing us for the ILS. Tower instructed us to report passing airbo LOM (4.8 DME) as he was sequencing departures. Upon interception of the GS prior to crossing airbo LOM we configured the aircraft with gear down and flaps 20 degrees for landing and performed the before landing checklist. During the completion of the checklist I noticed we passed airbo and instructed the first officer to report our position. Tower was clearing a company dc-8 for takeoff along with departure heading and altitude instructions which the dc-8 then read back along with a question regarding the current WX observation. Tower replied and then we finally called 'inside airbo.' tower cleared us to land with a caution for wake turbulence, departing dc-8. Since we couldn't get our airbo call in earlier I was aware of the possibility of having to go around if the dc-8 had not yet lifted off the runway. We gained visual sight of the runway at 400 ft AGL and had all approach, runway and touchdown zone lights in sight although there was fog and rain. Due to this limited visibility we could not see more than the first third of the runway. Neither I nor the first officer saw the dc-8 and I had the first officer query tower as to his position to which tower replied 'takeoff roll'. By the time we were over the overrun I still had no sight of the dc-8 and being unsure of his location decided to go around. We called tower and he instructed us to turn left heading 130 degree climb to 3000 ft and contact dayton approach. We flew as directed and performed a subsequent ILS runway 22 to a full stop. Since neither of us saw the dc-8 from our aircraft I cannot estimate how close the 2 aircraft were at any time. It is important to note that at no time did the tower direct us to go around however upon receipt of our missed approach call, he gave us the turn out of traffic presumably to avoid the dc-8's departure path. Pilots landing at iln must be vigilant in reporting the OM so tower can sequence arrs and departures since they don't presently have the capability of seeing the conflicts on any radar. And always when things don't seem quite right during a critical phase of flight the conservative approach is often the best.

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Original NASA ASRS Text

Title: YS11 EXECUTED A MISSED APCH POSSIBLE OCCUPIED RWY. POSSIBLE RWY. POSSIBLE LTSS. SYSTEM ERROR.

Narrative: I WAS PIC ON A YS-11 OPERATED BY XYZ ON A FERRY FLT FROM DULLES (IAD) TO AIRBORNE AIRPARK (ILN). DUE TO LOW CEILING AND VISIBILITY WE WERE PERFORMING THE ILS RWY 22. WE RECEIVED THE HDOF FROM DAYTON APCH TO ILN TOWER AT 12 DME AFTER CLRING US FOR THE ILS. TWR INSTRUCTED US TO RPT PASSING AIRBO LOM (4.8 DME) AS HE WAS SEQUENCING DEPS. UPON INTERCEPTION OF THE GS PRIOR TO XING AIRBO LOM WE CONFIGURED THE ACFT WITH GEAR DOWN AND FLAPS 20 DEGS FOR LNDG AND PERFORMED THE BEFORE LNDG CHKLIST. DURING THE COMPLETION OF THE CHKLIST I NOTICED WE PASSED AIRBO AND INSTRUCTED THE FO TO RPT OUR POS. TWR WAS CLRING A COMPANY DC-8 FOR TKOF ALONG WITH DEP HDG AND ALT INSTRUCTIONS WHICH THE DC-8 THEN READ BACK ALONG WITH A QUESTION REGARDING THE CURRENT WX OBSERVATION. TWR REPLIED AND THEN WE FINALLY CALLED 'INSIDE AIRBO.' TWR CLRED US TO LAND WITH A CAUTION FOR WAKE TURB, DEPARTING DC-8. SINCE WE COULDN'T GET OUR AIRBO CALL IN EARLIER I WAS AWARE OF THE POSSIBILITY OF HAVING TO GAR IF THE DC-8 HAD NOT YET LIFTED OFF THE RWY. WE GAINED VISUAL SIGHT OF THE RWY AT 400 FT AGL AND HAD ALL APCH, RWY AND TOUCHDOWN ZONE LIGHTS IN SIGHT ALTHOUGH THERE WAS FOG AND RAIN. DUE TO THIS LIMITED VISIBILITY WE COULD NOT SEE MORE THAN THE FIRST THIRD OF THE RWY. NEITHER I NOR THE FO SAW THE DC-8 AND I HAD THE FO QUERY TWR AS TO HIS POS TO WHICH TWR REPLIED 'TKOF ROLL'. BY THE TIME WE WERE OVER THE OVERRUN I STILL HAD NO SIGHT OF THE DC-8 AND BEING UNSURE OF HIS LOCATION DECIDED TO GAR. WE CALLED TWR AND HE INSTRUCTED US TO TURN L HDG 130 DEG CLB TO 3000 FT AND CONTACT DAYTON APCH. WE FLEW AS DIRECTED AND PERFORMED A SUBSEQUENT ILS RWY 22 TO A FULL STOP. SINCE NEITHER OF US SAW THE DC-8 FROM OUR ACFT I CANNOT ESTIMATE HOW CLOSE THE 2 ACFT WERE AT ANY TIME. IT IS IMPORTANT TO NOTE THAT AT NO TIME DID THE TWR DIRECT US TO GAR HOWEVER UPON RECEIPT OF OUR MISSED APCH CALL, HE GAVE US THE TURN OUT OF TFC PRESUMABLY TO AVOID THE DC-8'S DEP PATH. PLTS LNDG AT ILN MUST BE VIGILANT IN RPTING THE OM SO TWR CAN SEQUENCE ARRS AND DEPS SINCE THEY DON'T PRESENTLY HAVE THE CAPABILITY OF SEEING THE CONFLICTS ON ANY RADAR. AND ALWAYS WHEN THINGS DON'T SEEM QUITE RIGHT DURING A CRITICAL PHASE OF FLT THE CONSERVATIVE APCH IS OFTEN THE BEST.

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.