Narrative:

The conflict occurred at approximately 1200 ft while turning final to runway 14 at anc. We were flying the susitna river visual. We had programmed the approach into the FMC by using the bgq 185/18 and bgq 163/22 and runway 14. Just turning final approximately 3 mi out we got and responded to an RA by climbing and turning away from the traffic. We had been tracking the target on TCASII. He was to our right front coming to head-on as we tried to turn final. The 2 aircraft came within 200 ft. In a phone conversation with anc tower, they said the light aircraft did have us in sight. We did not see it until after the go around. The copilot never did see him, I only saw him after the evasive action was taken as we went overhead and in the left turn I picked him up out my left side window. The tower personnel were very concerned that we turned left as we went around. From where I sat, if we had gone straight ahead it would have been very close. From our conversation I found out that they really don't want us to fly the visual as it is depicted. What they really want is to fly the middle of the channel and turn final no more than 3 mi out and don't overfly the runway 14 centerline. The tower personnel said that they have been having trouble with the 757 while flying the susitna river visuals. I believe it's because the 757's are flying the procedure as it is depicted and since TCASII doesn't know that you intend to turn it's giving RA's from the traffic that's departing the airfield. In our case, the cessna took off on runway 14, turned a left downwind, and flew toward point mackenzie substation. However, at 1200 ft we had a wind of close to 30 KTS blowing from the east. I believe that the cessna was getting very close to the extended centerline of runway 14. By flying to a point (as he was supposed to) instead of tracking to that point, in the approximately 7 mi from the turn to downwind until the conflict alert point, the crosswind would have put his position almost directly off the end of runway 14. For the susitna river visual to be safe it needs a point for the light aircraft to fly over on downwind before passing the shoreline and we need a note that says to turn final within 3 mi of the runway and do not overfly the runway 14 centerline to the northeast.

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Original NASA ASRS Text

Title: NMAC BTWN AN ACR LGT AND AN SMA SEL WITHIN AN ATA.

Narrative: THE CONFLICT OCCURRED AT APPROX 1200 FT WHILE TURNING FINAL TO RWY 14 AT ANC. WE WERE FLYING THE SUSITNA RIVER VISUAL. WE HAD PROGRAMMED THE APCH INTO THE FMC BY USING THE BGQ 185/18 AND BGQ 163/22 AND RWY 14. JUST TURNING FINAL APPROX 3 MI OUT WE GOT AND RESPONDED TO AN RA BY CLBING AND TURNING AWAY FROM THE TFC. WE HAD BEEN TRACKING THE TARGET ON TCASII. HE WAS TO OUR R FRONT COMING TO HEAD-ON AS WE TRIED TO TURN FINAL. THE 2 ACFT CAME WITHIN 200 FT. IN A PHONE CONVERSATION WITH ANC TWR, THEY SAID THE LIGHT ACFT DID HAVE US IN SIGHT. WE DID NOT SEE IT UNTIL AFTER THE GAR. THE COPLT NEVER DID SEE HIM, I ONLY SAW HIM AFTER THE EVASIVE ACTION WAS TAKEN AS WE WENT OVERHEAD AND IN THE L TURN I PICKED HIM UP OUT MY L SIDE WINDOW. THE TWR PERSONNEL WERE VERY CONCERNED THAT WE TURNED L AS WE WENT AROUND. FROM WHERE I SAT, IF WE HAD GONE STRAIGHT AHEAD IT WOULD HAVE BEEN VERY CLOSE. FROM OUR CONVERSATION I FOUND OUT THAT THEY REALLY DON'T WANT US TO FLY THE VISUAL AS IT IS DEPICTED. WHAT THEY REALLY WANT IS TO FLY THE MIDDLE OF THE CHANNEL AND TURN FINAL NO MORE THAN 3 MI OUT AND DON'T OVERFLY THE RWY 14 CTRLINE. THE TWR PERSONNEL SAID THAT THEY HAVE BEEN HAVING TROUBLE WITH THE 757 WHILE FLYING THE SUSITNA RIVER VISUALS. I BELIEVE IT'S BECAUSE THE 757'S ARE FLYING THE PROC AS IT IS DEPICTED AND SINCE TCASII DOESN'T KNOW THAT YOU INTEND TO TURN IT'S GIVING RA'S FROM THE TFC THAT'S DEPARTING THE AIRFIELD. IN OUR CASE, THE CESSNA TOOK OFF ON RWY 14, TURNED A L DOWNWIND, AND FLEW TOWARD POINT MACKENZIE SUBSTATION. HOWEVER, AT 1200 FT WE HAD A WIND OF CLOSE TO 30 KTS BLOWING FROM THE E. I BELIEVE THAT THE CESSNA WAS GETTING VERY CLOSE TO THE EXTENDED CTRLINE OF RWY 14. BY FLYING TO A POINT (AS HE WAS SUPPOSED TO) INSTEAD OF TRACKING TO THAT POINT, IN THE APPROX 7 MI FROM THE TURN TO DOWNWIND UNTIL THE CONFLICT ALERT POINT, THE XWIND WOULD HAVE PUT HIS POS ALMOST DIRECTLY OFF THE END OF RWY 14. FOR THE SUSITNA RIVER VISUAL TO BE SAFE IT NEEDS A POINT FOR THE LIGHT ACFT TO FLY OVER ON DOWNWIND BEFORE PASSING THE SHORELINE AND WE NEED A NOTE THAT SAYS TO TURN FINAL WITHIN 3 MI OF THE RWY AND DO NOT OVERFLY THE RWY 14 CTRLINE TO THE NE.

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.