Narrative:

We were cleared for a visual approach to yvr runway 26. We were given first a speed reduction to 180 KTS or less about 15 mi out and then told to 'keep the speed up' to the OM at about 8 mi out. A (air carrier Z) 747-400 was cleared for takeoff while we were on about 5 mi final. As we descended through about 300 ft AGL, the 747 just began his takeoff roll. I declined the landing clearance and requested a circle to runway 12. A short sd-330 was overhead the approach end of 26 at 6-700 ft on left traffic for 12 and as we initiated the go around we passed about 100 ft below him as I did a fairly hard pushover when I saw him crossing from our left to right. Tower called and verified that we saw him and said we were told to maintain 500 ft. Neither the check airman in the right seat or myself remember hearing the altitude restr given to us. Our maximum altitude was about 600 ft. Contributing factors: canadians allow 2 aircraft on the runway simultaneously having aircraft going to 1 runway operating in the approach/missed approach corridor for another runway clearing a heavy jet for an immediate takeoff with minimal spacing. Heavy jets don't expedite. If we had landed on 26 we would have flown through jetwash of a 747 at takeoff thrust in our metroliner. I believe this could easily lead to loss of control of the aircraft. My lack of experience in the type of aircraft flown. Much of my attention during the go around maneuver was directed inside the aircraft. Trying to work too many aircraft into too little time leading to 'speed up-slow down' approachs and immediate takeoffs. We telephoned the tower after landing and they considered it no big deal.

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Original NASA ASRS Text

Title: NMAC OVER APCH END OF ACTIVE RWY BTWN A METRO LINER AND A SHORTS 330. METRO DIVED IN TAKING EVASIVE ACTION.

Narrative: WE WERE CLRED FOR A VISUAL APCH TO YVR RWY 26. WE WERE GIVEN FIRST A SPD REDUCTION TO 180 KTS OR LESS ABOUT 15 MI OUT AND THEN TOLD TO 'KEEP THE SPD UP' TO THE OM AT ABOUT 8 MI OUT. A (ACR Z) 747-400 WAS CLRED FOR TKOF WHILE WE WERE ON ABOUT 5 MI FINAL. AS WE DSNDED THROUGH ABOUT 300 FT AGL, THE 747 JUST BEGAN HIS TKOF ROLL. I DECLINED THE LNDG CLRNC AND REQUESTED A CIRCLE TO RWY 12. A SHORT SD-330 WAS OVERHEAD THE APCH END OF 26 AT 6-700 FT ON L TFC FOR 12 AND AS WE INITIATED THE GAR WE PASSED ABOUT 100 FT BELOW HIM AS I DID A FAIRLY HARD PUSHOVER WHEN I SAW HIM XING FROM OUR L TO R. TWR CALLED AND VERIFIED THAT WE SAW HIM AND SAID WE WERE TOLD TO MAINTAIN 500 FT. NEITHER THE CHK AIRMAN IN THE R SEAT OR MYSELF REMEMBER HEARING THE ALT RESTR GIVEN TO US. OUR MAX ALT WAS ABOUT 600 FT. CONTRIBUTING FACTORS: CANADIANS ALLOW 2 ACFT ON THE RWY SIMULTANEOUSLY HAVING ACFT GOING TO 1 RWY OPERATING IN THE APCH/MISSED APCH CORRIDOR FOR ANOTHER RWY CLRING A HVY JET FOR AN IMMEDIATE TKOF WITH MINIMAL SPACING. HVY JETS DON'T EXPEDITE. IF WE HAD LANDED ON 26 WE WOULD HAVE FLOWN THROUGH JETWASH OF A 747 AT TKOF THRUST IN OUR METROLINER. I BELIEVE THIS COULD EASILY LEAD TO LOSS OF CTL OF THE ACFT. MY LACK OF EXPERIENCE IN THE TYPE OF ACFT FLOWN. MUCH OF MY ATTENTION DURING THE GAR MANEUVER WAS DIRECTED INSIDE THE ACFT. TRYING TO WORK TOO MANY ACFT INTO TOO LITTLE TIME LEADING TO 'SPD UP-SLOW DOWN' APCHS AND IMMEDIATE TKOFS. WE TELEPHONED THE TWR AFTER LNDG AND THEY CONSIDERED IT NO BIG DEAL.

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.