Narrative:

I had been vectored onto the localizer for the ILS runway 33 at ads by approach. They had kept me high and fast for traffic. I had the ads airport visually and asked the tower if I could overfly the runway at 1800 ft and enter a right downwind for runway 33. I did not want to shock cool the engines by pulling power off so quickly. I was directed to enter a right downwind for runway 33 as requested. While turning crosswind for runway 33 I attempted to lower flaps to slow the aircraft, they would not come down. I advised tower I would need to land long because of no flaps. I was cleared to land behind a citation on a 3 mi final to runway 33. As I was passing abeam the approach end of runway 33, I saw a jet on final and presumed it was the citation I was supposed to follow. I told tower that traffic was in sight, and shortly thereafter reported turning right base for runway 33. I believe I was cleared to land #2 at this point. While I was doing all of this, I had contacted our company dispatch to inform them of the maintenance needs for the aircraft. Our maintenance director was trying to determine why the flaps would not come down. I was turning right base to final for runway 33 when the tower said I had turned in front of the citation I was supposed to follow. I immediately turned right off of final and climbed in a 360 degree turn as the citation went around as well. I never did see the citation. I once again turned final for runway 33, was cleared to land, then was forced to go around due to my landing gear not coming down. I was able to lower gear but no lights to affirm down and locked. After a tower flyby, they verified gear ok and I landed without incident. I would say that there was a miscom between myself and the tower on which aircraft I was following for landing. I reported turning base because I wasn't completely sure that the jet I saw on final was a citation. It was semi-hazy, but I never did see the citation on final when I turned in front of him. I believe I was distracted more than I should have let myself get with the flap problems and trying to talk to our dispatch while in the landing pattern. Pilot fatigue was also a contributing factor, I had been up since XA00 am that morning with only about 4 hours of sleep due to home concerns. I had also been up at XA30 am and flying until the afternoon hours the past 2 weeks and was having trouble getting proper sleep.

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Original NASA ASRS Text

Title: PLT OF AN ATX SMT TWIN FAILED TO SEE THE TFC HE WAS INSTRUCTED BY TWR TO FOLLOW AND TURNED IN FINAL IN FRONT OF THE OTHER TFC.

Narrative: I HAD BEEN VECTORED ONTO THE LOC FOR THE ILS RWY 33 AT ADS BY APCH. THEY HAD KEPT ME HIGH AND FAST FOR TFC. I HAD THE ADS ARPT VISUALLY AND ASKED THE TWR IF I COULD OVERFLY THE RWY AT 1800 FT AND ENTER A R DOWNWIND FOR RWY 33. I DID NOT WANT TO SHOCK COOL THE ENGS BY PULLING PWR OFF SO QUICKLY. I WAS DIRECTED TO ENTER A R DOWNWIND FOR RWY 33 AS REQUESTED. WHILE TURNING XWIND FOR RWY 33 I ATTEMPTED TO LOWER FLAPS TO SLOW THE ACFT, THEY WOULD NOT COME DOWN. I ADVISED TWR I WOULD NEED TO LAND LONG BECAUSE OF NO FLAPS. I WAS CLRED TO LAND BEHIND A CITATION ON A 3 MI FINAL TO RWY 33. AS I WAS PASSING ABEAM THE APCH END OF RWY 33, I SAW A JET ON FINAL AND PRESUMED IT WAS THE CITATION I WAS SUPPOSED TO FOLLOW. I TOLD TWR THAT TFC WAS IN SIGHT, AND SHORTLY THEREAFTER RPTED TURNING R BASE FOR RWY 33. I BELIEVE I WAS CLRED TO LAND #2 AT THIS POINT. WHILE I WAS DOING ALL OF THIS, I HAD CONTACTED OUR COMPANY DISPATCH TO INFORM THEM OF THE MAINT NEEDS FOR THE ACFT. OUR MAINT DIRECTOR WAS TRYING TO DETERMINE WHY THE FLAPS WOULD NOT COME DOWN. I WAS TURNING R BASE TO FINAL FOR RWY 33 WHEN THE TWR SAID I HAD TURNED IN FRONT OF THE CITATION I WAS SUPPOSED TO FOLLOW. I IMMEDIATELY TURNED R OFF OF FINAL AND CLBED IN A 360 DEG TURN AS THE CITATION WENT AROUND AS WELL. I NEVER DID SEE THE CITATION. I ONCE AGAIN TURNED FINAL FOR RWY 33, WAS CLRED TO LAND, THEN WAS FORCED TO GAR DUE TO MY LNDG GEAR NOT COMING DOWN. I WAS ABLE TO LOWER GEAR BUT NO LIGHTS TO AFFIRM DOWN AND LOCKED. AFTER A TWR FLYBY, THEY VERIFIED GEAR OK AND I LANDED WITHOUT INCIDENT. I WOULD SAY THAT THERE WAS A MISCOM BTWN MYSELF AND THE TWR ON WHICH ACFT I WAS FOLLOWING FOR LNDG. I RPTED TURNING BASE BECAUSE I WASN'T COMPLETELY SURE THAT THE JET I SAW ON FINAL WAS A CITATION. IT WAS SEMI-HAZY, BUT I NEVER DID SEE THE CITATION ON FINAL WHEN I TURNED IN FRONT OF HIM. I BELIEVE I WAS DISTRACTED MORE THAN I SHOULD HAVE LET MYSELF GET WITH THE FLAP PROBS AND TRYING TO TALK TO OUR DISPATCH WHILE IN THE LNDG PATTERN. PLT FATIGUE WAS ALSO A CONTRIBUTING FACTOR, I HAD BEEN UP SINCE XA00 AM THAT MORNING WITH ONLY ABOUT 4 HRS OF SLEEP DUE TO HOME CONCERNS. I HAD ALSO BEEN UP AT XA30 AM AND FLYING UNTIL THE AFTERNOON HRS THE PAST 2 WKS AND WAS HAVING TROUBLE GETTING PROPER SLEEP.

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.