Narrative:

Grr approach control cleared flight down to 2500 ft MSL. We were previously cleared RNAV direct to the airport. Approximately 8 mi southwest of the airport, approach control asked if we had the airport in sight. We acknowledged that we did. Approach then cleared our flight for the visual approach to runway 8R kgrr and advised us there was a single engine cessna on the visual to runway 8L. We acknowledged and intercepted the localizer approximately 4 mi southwest of the airport. We continued inbound visually with the ILS for guidance. Note: at no time did our aircraft drift north of the runway 8R extended centerline. It appeared to myself and the first officer that the single engine cessna overshot final approach for runway 8L and was encroaching upon our airspace. The first officer questioned approach control again and was advised that the other aircraft was proceeding to runway 8L. She then handed us off to the local controller. We momentarily lost visual contact with the intruding aircraft and almost immediately received a TCASII RA to climb. Already climbing, the local controller told us to make a right 360 degree turn. We followed the TCASII directive and the conflict was resolved. We also initiated the right turn. The local controller then advised us to enter a right downwind for 8R and follow a B-737 on approach to 8R. The subsequent approach and landing were uneventful. At the time of the RA, our lateral separation was 0 and vertical separation was approximately 200 ft. After landing, I called the ATC facility by telephone and spoke with supervisor. Among other things, he indicated that, at the time of this incident, runway 8L was temporarily closed for snow removal, even though the approach controller advised us repeatedly that the other aircraft was proceeding to that runway. He tried to minimize the magnitude of this occurrence and was surprised that evasive action was initiated by the flight crew, not ATC.

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Original NASA ASRS Text

Title: NMAC DURING A MULTIPLE RWY OP PARALLEL RWYS. POSSIBLE CLRNC INTERP PROB. OP ERROR INVOLVED.

Narrative: GRR APCH CTL CLRED FLT DOWN TO 2500 FT MSL. WE WERE PREVIOUSLY CLRED RNAV DIRECT TO THE ARPT. APPROX 8 MI SW OF THE ARPT, APCH CTL ASKED IF WE HAD THE ARPT IN SIGHT. WE ACKNOWLEDGED THAT WE DID. APCH THEN CLRED OUR FLT FOR THE VISUAL APCH TO RWY 8R KGRR AND ADVISED US THERE WAS A SINGLE ENG CESSNA ON THE VISUAL TO RWY 8L. WE ACKNOWLEDGED AND INTERCEPTED THE LOC APPROX 4 MI SW OF THE ARPT. WE CONTINUED INBOUND VISUALLY WITH THE ILS FOR GUIDANCE. NOTE: AT NO TIME DID OUR ACFT DRIFT N OF THE RWY 8R EXTENDED CTRLINE. IT APPEARED TO MYSELF AND THE FO THAT THE SINGLE ENG CESSNA OVERSHOT FINAL APCH FOR RWY 8L AND WAS ENCROACHING UPON OUR AIRSPACE. THE FO QUESTIONED APCH CTL AGAIN AND WAS ADVISED THAT THE OTHER ACFT WAS PROCEEDING TO RWY 8L. SHE THEN HANDED US OFF TO THE LCL CTLR. WE MOMENTARILY LOST VISUAL CONTACT WITH THE INTRUDING ACFT AND ALMOST IMMEDIATELY RECEIVED A TCASII RA TO CLB. ALREADY CLBING, THE LCL CTLR TOLD US TO MAKE A R 360 DEG TURN. WE FOLLOWED THE TCASII DIRECTIVE AND THE CONFLICT WAS RESOLVED. WE ALSO INITIATED THE R TURN. THE LCL CTLR THEN ADVISED US TO ENTER A R DOWNWIND FOR 8R AND FOLLOW A B-737 ON APCH TO 8R. THE SUBSEQUENT APCH AND LNDG WERE UNEVENTFUL. AT THE TIME OF THE RA, OUR LATERAL SEPARATION WAS 0 AND VERT SEPARATION WAS APPROX 200 FT. AFTER LNDG, I CALLED THE ATC FACILITY BY TELEPHONE AND SPOKE WITH SUPVR. AMONG OTHER THINGS, HE INDICATED THAT, AT THE TIME OF THIS INCIDENT, RWY 8L WAS TEMPORARILY CLOSED FOR SNOW REMOVAL, EVEN THOUGH THE APCH CTLR ADVISED US REPEATEDLY THAT THE OTHER ACFT WAS PROCEEDING TO THAT RWY. HE TRIED TO MINIMIZE THE MAGNITUDE OF THIS OCCURRENCE AND WAS SURPRISED THAT EVASIVE ACTION WAS INITIATED BY THE FLC, NOT ATC.

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.