Opposite direction approach -- back course front course at the same time.

Attributes
ACN	297604
Time
Date	199502
Day	Tue
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : luk
State Reference	OH
Altitude	msl bound lower : 482 msl bound upper : 2000
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : cvg tower : luk tower : phx
Operator	general aviation : corporate
Make Model Name	PA-31 Navajo Chieftan/Mojave/Navajo T1020
Operating Under FAR Part	Part 91
Flight Phase	descent : approach landing other
Flight Plan	IFR
Aircraft 2
Operator	general aviation : corporate
Make Model Name	Fokker 100
Operating Under FAR Part	Part 91
Navigation In Use	Other Other
Flight Phase	descent : approach landing other
Flight Plan	IFR
Person 1
Affiliation	Other
Function	flight crew : single pilot
Qualification	pilot : commercial pilot : atp pilot : cfi
Experience	flight time last 90 days : 100 flight time total : 13000 flight time type : 2000
ASRS Report	297601
Person 2
Affiliation	Other
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	conflict : ground critical non adherence : far non adherence : required legal separation other anomaly other
Independent Detector	other flight crewa
Resolutory Action	flight crew : took evasive action flight crew : exited adverse environment other
Consequence	faa : reviewed incident with flight crew
Miss Distance	horizontal : 60 vertical : 0
Supplementary
Primary Problem	ATC Human Performance
Air Traffic Incident	Operational Error

Narrative:

I was cleared for a localizer back course at luk. The localizer back course being the approach in use. Without my knowledge, a jet was cleared for the ILS front course to the opposite runway. The jet reported the marker after I was inside deafs, my final approach fix. It was at minimums for the localizer back course approach. As I'm flaring, I'm looking at the lights of the on-coming jet. I kept my speed up after landing and exited the runway on taxiway D. I was about 40-60 ft on taxiway D as the jet went by in his final flare. Missed approach procedures put both aircraft head on at one another. There is no safety factor here. Callback conversation with reporter revealed the following information: the reporter says that this is only 1 of several approach control and tower problems that he has experienced or observed here recently. In this case, he was cleared for the back course approach to the active runway 3R and the local corporate fokker 100 was cleared for the ILS to runway 21L at the same time. The WX was marginal for the back course and he was not knowledgeable about the fokker until he heard the jet's OM call after his PA-31 had passed the final approach fix. The respective go around rtes are straight ahead. After the reporter broke out, at minimums, he saw the lights of the fokker on its final approach. He attempted to ask tower if the fokker was going around, but may have been blocked so he kept his speed up after touchdown and turned off the runway before the jet could hit him. He estimates that he was about 60 ft off the runway when the fokker passed him in the flare. The reporter then discussed the event with the local flight standards district office and they called cvg approach. 1 of the approach control supervisors reported that the approach controller thought that the corporate aircraft was the cv 580 that the local corporation owned and he assumed that there would be enough room for simultaneous approachs at cv 580 speed.

Original NASA ASRS Text

Title: OPPOSITE DIRECTION APCH -- BACK COURSE FRONT COURSE AT THE SAME TIME.

Narrative: I WAS CLRED FOR A LOC BACK COURSE AT LUK. THE LOC BC BEING THE APCH IN USE. WITHOUT MY KNOWLEDGE, A JET WAS CLRED FOR THE ILS FRONT COURSE TO THE OPPOSITE RWY. THE JET RPTED THE MARKER AFTER I WAS INSIDE DEAFS, MY FINAL APCH FIX. IT WAS AT MINIMUMS FOR THE LOC BC APCH. AS I'M FLARING, I'M LOOKING AT THE LIGHTS OF THE ON-COMING JET. I KEPT MY SPD UP AFTER LNDG AND EXITED THE RWY ON TXWY D. I WAS ABOUT 40-60 FT ON TXWY D AS THE JET WENT BY IN HIS FINAL FLARE. MISSED APCH PROCS PUT BOTH ACFT HEAD ON AT ONE ANOTHER. THERE IS NO SAFETY FACTOR HERE. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR SAYS THAT THIS IS ONLY 1 OF SEVERAL APCH CTL AND TWR PROBS THAT HE HAS EXPERIENCED OR OBSERVED HERE RECENTLY. IN THIS CASE, HE WAS CLRED FOR THE BACK COURSE APCH TO THE ACTIVE RWY 3R AND THE LCL CORPORATE FOKKER 100 WAS CLRED FOR THE ILS TO RWY 21L AT THE SAME TIME. THE WX WAS MARGINAL FOR THE BACK COURSE AND HE WAS NOT KNOWLEDGEABLE ABOUT THE FOKKER UNTIL HE HEARD THE JET'S OM CALL AFTER HIS PA-31 HAD PASSED THE FINAL APCH FIX. THE RESPECTIVE GAR RTES ARE STRAIGHT AHEAD. AFTER THE RPTR BROKE OUT, AT MINIMUMS, HE SAW THE LIGHTS OF THE FOKKER ON ITS FINAL APCH. HE ATTEMPTED TO ASK TWR IF THE FOKKER WAS GOING AROUND, BUT MAY HAVE BEEN BLOCKED SO HE KEPT HIS SPD UP AFTER TOUCHDOWN AND TURNED OFF THE RWY BEFORE THE JET COULD HIT HIM. HE ESTIMATES THAT HE WAS ABOUT 60 FT OFF THE RWY WHEN THE FOKKER PASSED HIM IN THE FLARE. THE RPTR THEN DISCUSSED THE EVENT WITH THE LCL FLT STANDARDS DISTRICT OFFICE AND THEY CALLED CVG APCH. 1 OF THE APCH CTL SUPVRS RPTED THAT THE APCH CTLR THOUGHT THAT THE CORPORATE ACFT WAS THE CV 580 THAT THE LCL CORPORATION OWNED AND HE ASSUMED THAT THERE WOULD BE ENOUGH ROOM FOR SIMULTANEOUS APCHS AT CV 580 SPD.

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.