Narrative:

At approximately 6 mi out, approach control cleared me for visual approach to runway 1L. My heading was 010 degrees and I was on a straight in approach. I was told to maintain 2000 ft and NAS on vectors. I was concerned that it would be difficult to slow down the aircraft and descend to reach the runway. At approximately 3 mi out and still on approach frequency, I was informed of a lear who would be landing prior, and received a command to turn to 090 degrees and maintain 2000 ft. I saw the lear entering from my right. The lear was rather close. I attempted to assess the situation and was given the command again. I thought it rather odd that the controller would be turning me toward the traffic, turning me off the extended centerline when I was cleared for the approach, and that I hadn't been turned over to tower at this point. In the confusion, I had inadvertently descended between 200 and 400 ft, but I made the turn as requested by ATC. The lear had been told to 'keep it tight' but hadn't, and passed under my nose, barely missing me. By this time I was approximately 2 1/2 mi from runway threshold and at heading 090 degrees and was turned over to tower who cleared me to land with 'south turns approved.' this is not standard procedure in a twin, but I complied, still shaken by the near miss. I landed without further incident. ATC should have either given the lear a 360 degree turn for spacing, slowed him down so speeds were compatible, or given him runway 01R. They also could have given me a 360 degree, but turning me toward opposing traffic was counter intuitive to basic survival instincts. Giving south turns to a twin was also a potentially dangerous situation in case of single engine failure. I believe that approach forgot about me and was attempting to rectify the ensuing traffic conflict. In retrospect, I should have complied more quickly with ATC's instruction, but it did not seem safe to do so at that time. I also should have maintained altitude and requested a go around or a 360 degree. It seemed that the lear was given priority although my approach speed was probably only 20 KTS less than his, and I was already established on extended centerline and had been cleared for a visual approach. Also, clearing someone for a visual approach with an altitude restr made no sense. 'Slam dunking' a twin is not recommended, especially on a night of very light traffic.

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Original NASA ASRS Text

Title: SMA ON TRAINING FLT HAS NMAC WITH LEAR JET WHEN ON FINAL APCH. CTLR TURNS RPTR ACFT INTO ONCOMING TFC.

Narrative: AT APPROX 6 MI OUT, APCH CTL CLRED ME FOR VISUAL APCH TO RWY 1L. MY HDG WAS 010 DEGS AND I WAS ON A STRAIGHT IN APCH. I WAS TOLD TO MAINTAIN 2000 FT AND NAS ON VECTORS. I WAS CONCERNED THAT IT WOULD BE DIFFICULT TO SLOW DOWN THE ACFT AND DSND TO REACH THE RWY. AT APPROX 3 MI OUT AND STILL ON APCH FREQ, I WAS INFORMED OF A LEAR WHO WOULD BE LNDG PRIOR, AND RECEIVED A COMMAND TO TURN TO 090 DEGS AND MAINTAIN 2000 FT. I SAW THE LEAR ENTERING FROM MY R. THE LEAR WAS RATHER CLOSE. I ATTEMPTED TO ASSESS THE SIT AND WAS GIVEN THE COMMAND AGAIN. I THOUGHT IT RATHER ODD THAT THE CTLR WOULD BE TURNING ME TOWARD THE TFC, TURNING ME OFF THE EXTENDED CTRLINE WHEN I WAS CLRED FOR THE APCH, AND THAT I HADN'T BEEN TURNED OVER TO TWR AT THIS POINT. IN THE CONFUSION, I HAD INADVERTENTLY DSNDED BTWN 200 AND 400 FT, BUT I MADE THE TURN AS REQUESTED BY ATC. THE LEAR HAD BEEN TOLD TO 'KEEP IT TIGHT' BUT HADN'T, AND PASSED UNDER MY NOSE, BARELY MISSING ME. BY THIS TIME I WAS APPROX 2 1/2 MI FROM RWY THRESHOLD AND AT HDG 090 DEGS AND WAS TURNED OVER TO TWR WHO CLRED ME TO LAND WITH 'S TURNS APPROVED.' THIS IS NOT STANDARD PROC IN A TWIN, BUT I COMPLIED, STILL SHAKEN BY THE NEAR MISS. I LANDED WITHOUT FURTHER INCIDENT. ATC SHOULD HAVE EITHER GIVEN THE LEAR A 360 DEG TURN FOR SPACING, SLOWED HIM DOWN SO SPDS WERE COMPATIBLE, OR GIVEN HIM RWY 01R. THEY ALSO COULD HAVE GIVEN ME A 360 DEG, BUT TURNING ME TOWARD OPPOSING TFC WAS COUNTER INTUITIVE TO BASIC SURVIVAL INSTINCTS. GIVING S TURNS TO A TWIN WAS ALSO A POTENTIALLY DANGEROUS SIT IN CASE OF SINGLE ENG FAILURE. I BELIEVE THAT APCH FORGOT ABOUT ME AND WAS ATTEMPTING TO RECTIFY THE ENSUING TFC CONFLICT. IN RETROSPECT, I SHOULD HAVE COMPLIED MORE QUICKLY WITH ATC'S INSTRUCTION, BUT IT DID NOT SEEM SAFE TO DO SO AT THAT TIME. I ALSO SHOULD HAVE MAINTAINED ALT AND REQUESTED A GAR OR A 360 DEG. IT SEEMED THAT THE LEAR WAS GIVEN PRIORITY ALTHOUGH MY APCH SPD WAS PROBABLY ONLY 20 KTS LESS THAN HIS, AND I WAS ALREADY ESTABLISHED ON EXTENDED CTRLINE AND HAD BEEN CLRED FOR A VISUAL APCH. ALSO, CLRING SOMEONE FOR A VISUAL APCH WITH AN ALT RESTR MADE NO SENSE. 'SLAM DUNKING' A TWIN IS NOT RECOMMENDED, ESPECIALLY ON A NIGHT OF VERY LIGHT TFC.

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.