Narrative:

We were en route from bgm to mmu. After crossing the huo VOR, the routing was V489 to coate intersection, then direct to mmu. Shortly after leaving coate, we were told to navigation directly to the mmu airport and to call the field in sight for a visual. We were given several TA's of aircraft that would pass near us close to our altitude. After advising ny approach that we had visual contact with the airport, we were cleared for the visual approach, right traffic, to runway 23 and told to switch to the tower frequency. The mmu tower controller told us that we were #3 for the airport and to extend the right downwind leg for 2 other aircraft landing on runway 12. Not knowing the position and distance from the field of the #1 and #2 aircraft, when we were approximately 3 mi out on the downwind leg we asked the tower controller for permission to turn base. She laughingly said, 'not if you want to allow room for the other aircraft, you won't.' we were then told about a single-engine airplane at 1500 ft inbound from the north. The traffic was not spotted. We were at 1700 ft. When we were 6.5 mi from the field (according to the GNS), we again asked for permission to turn base. It was now granted, and we were given a TA about a single- engine cessna following highway 80 southwest at 1700 ft. We had just descended from 1700 ft to 1500 ft. The traffic was not spotted, and we turned on the final leg before reaching the highway, tracking inbound on the localizer. Inside of moree LOM, we were given clearance to land on runway 23. Within moments after receiving this clearance, a twin-engine aircraft that appeared to be coming out of a left turn, passed less than 100 ft above us and told the tower it had turned on 'final.' our airspeed was approximately 120 KTS at this point and the twin was going 10-20 KTS faster. We got a good look at the landing gear extension of the twin (it was a beechcraft king air). The tower controller acknowledged the transmission from the king air and told them to look for a citation, 'approximately 1 mi in front of you.' the king air pilot said they didn't see any citation. At this point, I declared a 'near-miss' to the tower and briefly described what had just happened. I asked the tower if they wanted us to 'go around' or if they were going to so instruct the king air. The king air, aircraft Y, was then given a 'go around' and we were reissued our clearance to land on runway 23. After landing, I asked the tower for a phone number to call the watch supervisor. We were given the number and told to ask for the supervisor. Supplemental information from acn 306988: I was the first officer on a cessna citation ii. We were repositioning the airplane from bingahton, ny, to morristown, nj. I was the PF and the captain was PNF. The tower controller had many aircraft in pattern for runway 12 and she told us to extend our downwind for traffic which we did. As I continued on the approach, approximately 1 1/2 mi out on final we were nearly hit by a king air that overtook us on final. My captain then informed the tower that the king air was now in front of us and that we had a near miss. The king air crew reported that he never saw us and controller told king air to go around. I landed the aircraft with no further incident.

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Original NASA ASRS Text

Title: RPTR EXPERIENCED A NMAC WHILE CONDUCTING A VISUAL APCH WITH ACFT Y WHO WAS ALSO INBOUND FOR LNDG. ACFT X WAS ON FINAL AND CLRED TO LAND BY TWR. ACFT Y CONTACTED TWR AND WAS GIVEN ACFT X HAS TFC, BUT NMAC HAD ALREADY OCCURRED.

Narrative: WE WERE ENRTE FROM BGM TO MMU. AFTER XING THE HUO VOR, THE ROUTING WAS V489 TO COATE INTXN, THEN DIRECT TO MMU. SHORTLY AFTER LEAVING COATE, WE WERE TOLD TO NAV DIRECTLY TO THE MMU ARPT AND TO CALL THE FIELD IN SIGHT FOR A VISUAL. WE WERE GIVEN SEVERAL TA'S OF ACFT THAT WOULD PASS NEAR US CLOSE TO OUR ALT. AFTER ADVISING NY APCH THAT WE HAD VISUAL CONTACT WITH THE ARPT, WE WERE CLRED FOR THE VISUAL APCH, R TFC, TO RWY 23 AND TOLD TO SWITCH TO THE TWR FREQ. THE MMU TWR CTLR TOLD US THAT WE WERE #3 FOR THE ARPT AND TO EXTEND THE R DOWNWIND LEG FOR 2 OTHER ACFT LNDG ON RWY 12. NOT KNOWING THE POS AND DISTANCE FROM THE FIELD OF THE #1 AND #2 ACFT, WHEN WE WERE APPROX 3 MI OUT ON THE DOWNWIND LEG WE ASKED THE TWR CTLR FOR PERMISSION TO TURN BASE. SHE LAUGHINGLY SAID, 'NOT IF YOU WANT TO ALLOW ROOM FOR THE OTHER ACFT, YOU WON'T.' WE WERE THEN TOLD ABOUT A SINGLE-ENG AIRPLANE AT 1500 FT INBOUND FROM THE N. THE TFC WAS NOT SPOTTED. WE WERE AT 1700 FT. WHEN WE WERE 6.5 MI FROM THE FIELD (ACCORDING TO THE GNS), WE AGAIN ASKED FOR PERMISSION TO TURN BASE. IT WAS NOW GRANTED, AND WE WERE GIVEN A TA ABOUT A SINGLE- ENG CESSNA FOLLOWING HWY 80 SW AT 1700 FT. WE HAD JUST DSNDED FROM 1700 FT TO 1500 FT. THE TFC WAS NOT SPOTTED, AND WE TURNED ON THE FINAL LEG BEFORE REACHING THE HWY, TRACKING INBOUND ON THE LOC. INSIDE OF MOREE LOM, WE WERE GIVEN CLRNC TO LAND ON RWY 23. WITHIN MOMENTS AFTER RECEIVING THIS CLRNC, A TWIN-ENG ACFT THAT APPEARED TO BE COMING OUT OF A L TURN, PASSED LESS THAN 100 FT ABOVE US AND TOLD THE TWR IT HAD TURNED ON 'FINAL.' OUR AIRSPD WAS APPROX 120 KTS AT THIS POINT AND THE TWIN WAS GOING 10-20 KTS FASTER. WE GOT A GOOD LOOK AT THE LNDG GEAR EXTENSION OF THE TWIN (IT WAS A BEECHCRAFT KING AIR). THE TWR CTLR ACKNOWLEDGED THE XMISSION FROM THE KING AIR AND TOLD THEM TO LOOK FOR A CITATION, 'APPROX 1 MI IN FRONT OF YOU.' THE KING AIR PLT SAID THEY DIDN'T SEE ANY CITATION. AT THIS POINT, I DECLARED A 'NEAR-MISS' TO THE TWR AND BRIEFLY DESCRIBED WHAT HAD JUST HAPPENED. I ASKED THE TWR IF THEY WANTED US TO 'GAR' OR IF THEY WERE GOING TO SO INSTRUCT THE KING AIR. THE KING AIR, ACFT Y, WAS THEN GIVEN A 'GAR' AND WE WERE REISSUED OUR CLRNC TO LAND ON RWY 23. AFTER LNDG, I ASKED THE TWR FOR A PHONE NUMBER TO CALL THE WATCH SUPVR. WE WERE GIVEN THE NUMBER AND TOLD TO ASK FOR THE SUPVR. SUPPLEMENTAL INFO FROM ACN 306988: I WAS THE FO ON A CESSNA CITATION II. WE WERE REPOSITIONING THE AIRPLANE FROM BINGAHTON, NY, TO MORRISTOWN, NJ. I WAS THE PF AND THE CAPT WAS PNF. THE TWR CTLR HAD MANY ACFT IN PATTERN FOR RWY 12 AND SHE TOLD US TO EXTEND OUR DOWNWIND FOR TFC WHICH WE DID. AS I CONTINUED ON THE APCH, APPROX 1 1/2 MI OUT ON FINAL WE WERE NEARLY HIT BY A KING AIR THAT OVERTOOK US ON FINAL. MY CAPT THEN INFORMED THE TWR THAT THE KING AIR WAS NOW IN FRONT OF US AND THAT WE HAD A NEAR MISS. THE KING AIR CREW RPTED THAT HE NEVER SAW US AND CTLR TOLD KING AIR TO GAR. I LANDED THE ACFT WITH NO FURTHER INCIDENT.

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.