Narrative:

We were on downwind for runway 34L at slc when the tower offered us runway 34R. We accepted and widened our base leg. I noticed a target on TCASII at about our altitude and apparently lined up for runway 34R. I asked the other crew members if they could see him since I was in a 30 degree left turn at the time. My crew saw him and told me he would probably be continuing eastbound over highway 2100 ft. We subsequently got a TA from the TCASII and I steepened my bank and climbed to keep clear. We passed very close and above the target, which the first officer described as a low wing. The first officer then queried the tower, who responded with 'my apology, that aircraft is on final for runway 35. He is on the other tower frequency.' I have always felt that simultaneous operations on runway 34R and runway 35 are extremely hazardous and positively should not be conducted. The extended ctrlines intersect within a short distance, making simultaneous straight-in final approachs impossible. The 2 runways have different tower frequencys, making it impossible for the flcs to establish situational awareness. This incident reinforces that opinion. Adding to the workload was the fact that I was trying to space myself on a B737 ahead of us. Had I been advised of any traffic for runway 35 I would not have accepted the visual for runway 34R. Callback conversation with reporter revealed the following information: reporter captain confirmed the near midair collision was extremely close, though being in the left seat and steepening his bank, his flight crew said 200/100 ft. Had he known that approachs were in progress on runway 35, he would have refused that runway. The flight crew saw the traffic on TCASII, but assumed it was VFR traffic following route 2100 which is a heavily traveled VFR corridor. Reporter captain has complained for a long time about the aircraft procedures regarding those runway problems.

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Original NASA ASRS Text

Title: NMAC. TCASII. ARPT RWYS 34R AND 35 CTRLINES CONVERGE S OF ARPT. TFC LNDG ON RWY 35 USE DIFFERENT TWR FREQ THAN THOSE ON RWY 34R. TFC LNDG SIMULTANEOUSLY ON BOTH RWYS CONVERGE VERY CLOSE AND IN THIS INSTANCE, AN NMAC -- AND NEITHER ACFT HEARS THE OTHER ON THE RADIO.

Narrative: WE WERE ON DOWNWIND FOR RWY 34L AT SLC WHEN THE TWR OFFERED US RWY 34R. WE ACCEPTED AND WIDENED OUR BASE LEG. I NOTICED A TARGET ON TCASII AT ABOUT OUR ALT AND APPARENTLY LINED UP FOR RWY 34R. I ASKED THE OTHER CREW MEMBERS IF THEY COULD SEE HIM SINCE I WAS IN A 30 DEG L TURN AT THE TIME. MY CREW SAW HIM AND TOLD ME HE WOULD PROBABLY BE CONTINUING EBOUND OVER HWY 2100 FT. WE SUBSEQUENTLY GOT A TA FROM THE TCASII AND I STEEPENED MY BANK AND CLBED TO KEEP CLR. WE PASSED VERY CLOSE AND ABOVE THE TARGET, WHICH THE FO DESCRIBED AS A LOW WING. THE FO THEN QUERIED THE TWR, WHO RESPONDED WITH 'MY APOLOGY, THAT ACFT IS ON FINAL FOR RWY 35. HE IS ON THE OTHER TWR FREQ.' I HAVE ALWAYS FELT THAT SIMULTANEOUS OPS ON RWY 34R AND RWY 35 ARE EXTREMELY HAZARDOUS AND POSITIVELY SHOULD NOT BE CONDUCTED. THE EXTENDED CTRLINES INTERSECT WITHIN A SHORT DISTANCE, MAKING SIMULTANEOUS STRAIGHT-IN FINAL APCHS IMPOSSIBLE. THE 2 RWYS HAVE DIFFERENT TWR FREQS, MAKING IT IMPOSSIBLE FOR THE FLCS TO ESTABLISH SITUATIONAL AWARENESS. THIS INCIDENT REINFORCES THAT OPINION. ADDING TO THE WORKLOAD WAS THE FACT THAT I WAS TRYING TO SPACE MYSELF ON A B737 AHEAD OF US. HAD I BEEN ADVISED OF ANY TFC FOR RWY 35 I WOULD NOT HAVE ACCEPTED THE VISUAL FOR RWY 34R. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR CAPT CONFIRMED THE NMAC WAS EXTREMELY CLOSE, THOUGH BEING IN THE L SEAT AND STEEPENING HIS BANK, HIS FLC SAID 200/100 FT. HAD HE KNOWN THAT APCHS WERE IN PROGRESS ON RWY 35, HE WOULD HAVE REFUSED THAT RWY. THE FLC SAW THE TFC ON TCASII, BUT ASSUMED IT WAS VFR TFC FOLLOWING RTE 2100 WHICH IS A HEAVILY TRAVELED VFR CORRIDOR. RPTR CAPT HAS COMPLAINED FOR A LONG TIME ABOUT THE ACFT PROCS REGARDING THOSE RWY PROBS.

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.