Narrative:

Cma was operating on runway 26 with VFR WX and 10 mi visibility. Oxr lies 5 mi to the west of camarillo. The ILS to oxnard lies to the south of camarillo approximately 1 1/2 mi, and was the approach in use at this time to oxnard. I was departing cma on runway 26 on a left downwind departure. There were a number of aircraft in the pattern and I was following a T-6 that had departed ahead of me and appeared to be staying in the pattern. The pattern had been extended farther west and south than I was used to seeing, due to, I feel, the number of aircraft utilizing the pattern. I followed the track of the T-6, which was utilizing the pattern that everyone else was flying. As I turned to the downwind on my departure, I observed a bae jetstream on the ILS to oxnard. The aircraft was to the left of my aircraft as I was on the downwind. This aircraft was descending on the ILS to oxnard. As I proceeded on the downwind departure and the jetstream descended on the localizer, we ended up with very little separation (approximately 200 ft vertical and 300 ft horizontal) between the 2 aircraft. I leveled off upon seeing the jetstream, I did not see any deviation or maneuver on the part of the other aircraft to indicate that he saw me. I can only assume that the jetstream was on the ILS GS, since there was no communication with that aircraft. At the time I first observed the jetstream, I was in the process of asking the cma for a frequency change so I could get TA's from point magu approach. The tower controller did remind me to use caution for ILS traffic into oxnard. I told the controller that I had ILS traffic in sight. I was not able to establish contact with point magu until I was 4 mi east of camarillo due to a controller change. The approach controller did not inquire as to my having any problems with oxnard ILS traffic on my departure. I do not feel that this should be classified as a near midair, but as an uncomfortably close pass of 2 aircraft that could have become a near midair if the situation had been only slightly different. With the pattern extended to the south, it places aircraft in the pattern at camarillo closer to the localizer, and in this case beyond it. With the pattern extended to the west, aircraft in the camarillo pattern end up getting loser to these ILS arrs since they continue to descend as they travel west. There is no radar at cma tower. With an ILS so close to the pattern there, it would enhance safety to have that capability for the controllers to point out traffic to people in their pattern. Without this capability, it would be a good idea for controller to suggest that aircraft do not climb above pattern altitude on downwind departures until at the east airport boundary. This would allow much better separation of VFR and IFR traffic and complement the see-and-avoid techniques that all aircraft operating in this present environment have to use.

Related reports:

Google
 

Original NASA ASRS Text

Title: NMAC.

Narrative: CMA WAS OPERATING ON RWY 26 WITH VFR WX AND 10 MI VISIBILITY. OXR LIES 5 MI TO THE W OF CAMARILLO. THE ILS TO OXNARD LIES TO THE S OF CAMARILLO APPROX 1 1/2 MI, AND WAS THE APCH IN USE AT THIS TIME TO OXNARD. I WAS DEPARTING CMA ON RWY 26 ON A L DOWNWIND DEP. THERE WERE A NUMBER OF ACFT IN THE PATTERN AND I WAS FOLLOWING A T-6 THAT HAD DEPARTED AHEAD OF ME AND APPEARED TO BE STAYING IN THE PATTERN. THE PATTERN HAD BEEN EXTENDED FARTHER W AND S THAN I WAS USED TO SEEING, DUE TO, I FEEL, THE NUMBER OF ACFT UTILIZING THE PATTERN. I FOLLOWED THE TRACK OF THE T-6, WHICH WAS UTILIZING THE PATTERN THAT EVERYONE ELSE WAS FLYING. AS I TURNED TO THE DOWNWIND ON MY DEP, I OBSERVED A BAE JETSTREAM ON THE ILS TO OXNARD. THE ACFT WAS TO THE L OF MY ACFT AS I WAS ON THE DOWNWIND. THIS ACFT WAS DSNDING ON THE ILS TO OXNARD. AS I PROCEEDED ON THE DOWNWIND DEP AND THE JETSTREAM DSNDED ON THE LOC, WE ENDED UP WITH VERY LITTLE SEPARATION (APPROX 200 FT VERT AND 300 FT HORIZ) BTWN THE 2 ACFT. I LEVELED OFF UPON SEEING THE JETSTREAM, I DID NOT SEE ANY DEV OR MANEUVER ON THE PART OF THE OTHER ACFT TO INDICATE THAT HE SAW ME. I CAN ONLY ASSUME THAT THE JETSTREAM WAS ON THE ILS GS, SINCE THERE WAS NO COM WITH THAT ACFT. AT THE TIME I FIRST OBSERVED THE JETSTREAM, I WAS IN THE PROCESS OF ASKING THE CMA FOR A FREQ CHANGE SO I COULD GET TA'S FROM POINT MAGU APCH. THE TWR CTLR DID REMIND ME TO USE CAUTION FOR ILS TFC INTO OXNARD. I TOLD THE CTLR THAT I HAD ILS TFC IN SIGHT. I WAS NOT ABLE TO ESTABLISH CONTACT WITH POINT MAGU UNTIL I WAS 4 MI E OF CAMARILLO DUE TO A CTLR CHANGE. THE APCH CTLR DID NOT INQUIRE AS TO MY HAVING ANY PROBS WITH OXNARD ILS TFC ON MY DEP. I DO NOT FEEL THAT THIS SHOULD BE CLASSIFIED AS A NEAR MIDAIR, BUT AS AN UNCOMFORTABLY CLOSE PASS OF 2 ACFT THAT COULD HAVE BECOME A NEAR MIDAIR IF THE SIT HAD BEEN ONLY SLIGHTLY DIFFERENT. WITH THE PATTERN EXTENDED TO THE S, IT PLACES ACFT IN THE PATTERN AT CAMARILLO CLOSER TO THE LOC, AND IN THIS CASE BEYOND IT. WITH THE PATTERN EXTENDED TO THE W, ACFT IN THE CAMARILLO PATTERN END UP GETTING LOSER TO THESE ILS ARRS SINCE THEY CONTINUE TO DSND AS THEY TRAVEL W. THERE IS NO RADAR AT CMA TWR. WITH AN ILS SO CLOSE TO THE PATTERN THERE, IT WOULD ENHANCE SAFETY TO HAVE THAT CAPABILITY FOR THE CTLRS TO POINT OUT TFC TO PEOPLE IN THEIR PATTERN. WITHOUT THIS CAPABILITY, IT WOULD BE A GOOD IDEA FOR CTLR TO SUGGEST THAT ACFT DO NOT CLB ABOVE PATTERN ALT ON DOWNWIND DEPS UNTIL AT THE E ARPT BOUNDARY. THIS WOULD ALLOW MUCH BETTER SEPARATION OF VFR AND IFR TFC AND COMPLEMENT THE SEE-AND-AVOID TECHNIQUES THAT ALL ACFT OPERATING IN THIS PRESENT ENVIRONMENT HAVE TO USE.

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.