An air carrier large transport was cleared for a visual approach to runway 11L at tus and given traf...

Attributes
ACN	373308
Time
Date	199707
Day	Wed
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : tus
State Reference	AZ
Altitude	msl bound lower : 3600 msl bound upper : 3600
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : tus
Operator	common carrier : air carrier
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 121
Navigation In Use	Other Other
Flight Phase	descent : approach landing : go around
Route In Use	approach : visual
Flight Plan	IFR
Aircraft 2
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Operating Under FAR Part	Part 91
Flight Phase	descent : approach
Route In Use	approach : visual
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : flight engineer pilot : instrument pilot : atp pilot : commercial
Experience	flight time last 90 days : 200 flight time total : 12140 flight time type : 5487
ASRS Report	373308
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : instrument pilot : commercial
Events
Anomaly	conflict : nmac
Independent Detector	other flight crewa
Resolutory Action	flight crew : took evasive action other
Consequence	faa : reviewed incident with flight crew
Miss Distance	horizontal : 200 vertical : 50
Supplementary
Primary Problem	Flight Crew Human Performance

Narrative:

We had been cleared for a visual approach to runway 11L at tucson. We were using the ILS as a backup to the visual and were showing on course and on GS. Tower had called out traffic as a cessna on a visual approach to runway 11R. We saw him and he seemed to be on a right dog-leg to runway 11R. He was ahead of us and to the right. When he turned final, we noticed he seemed to be overshooting final. The runways are only separated by 700 ft. Then we realized he was rolling out to line up on runway 11L. We turned left and descended to evade as he was still slightly above our altitude. After passing him we executed a missed approach. I estimate we passed 200 ft left and 50 ft below him. Later tower said the cessna had been on a straight-in approach to runway 11L, but our overtake would have had us pass him on final. Due to wake turbulence, this is against tower's procedure. To prevent this, they turned him out to the west, then back on the dog-leg. But when he turned final he was still ahead of us, only now much closer. Our overtake had to have been 60-70 KTS. The cessna was being worked on another frequency so we could not hear what was said to him, or even warn him ourselves. The runways are close and runway 11R is small and does not stand out from the txwys. I think the cessna pilot either got disoriented during the turns, or just locked on visually to the more visible runway. The controller seems to have misjudged the timing required to let us pass while the cessna was turned out. We did slow from about 200 KTS to 135 KTS on final. Maybe he didn't expect that much difference. F16's were doing patterns and maybe he was using their speeds to figure the time required. We fully expected that the cessna would realize his overshoot and continue turning right to re- intercept final for runway 11R. By the time we realized he was going for runway 11L, we lost a couple of seconds before reacting. With the runways that close together, as soon as we saw him overshoot, we should have started our go around.

Original NASA ASRS Text

Title: AN ACR LGT WAS CLRED FOR A VISUAL APCH TO RWY 11L AT TUS AND GIVEN TFC, A CESSNA ON A VISUAL APCH TO RWY 11R. THE ACR HAD THE CESSNA IN SIGHT, BUT SAW IT APPARENTLY HEADED FOR RWY 11L AND THE ACR MADE A GAR, BUT HAD AN NMAC WHILE DOING SO. ACFT WERE ON DIFFERENT FREQS.

Narrative: WE HAD BEEN CLRED FOR A VISUAL APCH TO RWY 11L AT TUCSON. WE WERE USING THE ILS AS A BACKUP TO THE VISUAL AND WERE SHOWING ON COURSE AND ON GS. TWR HAD CALLED OUT TFC AS A CESSNA ON A VISUAL APCH TO RWY 11R. WE SAW HIM AND HE SEEMED TO BE ON A R DOG-LEG TO RWY 11R. HE WAS AHEAD OF US AND TO THE R. WHEN HE TURNED FINAL, WE NOTICED HE SEEMED TO BE OVERSHOOTING FINAL. THE RWYS ARE ONLY SEPARATED BY 700 FT. THEN WE REALIZED HE WAS ROLLING OUT TO LINE UP ON RWY 11L. WE TURNED L AND DSNDED TO EVADE AS HE WAS STILL SLIGHTLY ABOVE OUR ALT. AFTER PASSING HIM WE EXECUTED A MISSED APCH. I ESTIMATE WE PASSED 200 FT L AND 50 FT BELOW HIM. LATER TWR SAID THE CESSNA HAD BEEN ON A STRAIGHT-IN APCH TO RWY 11L, BUT OUR OVERTAKE WOULD HAVE HAD US PASS HIM ON FINAL. DUE TO WAKE TURB, THIS IS AGAINST TWR'S PROC. TO PREVENT THIS, THEY TURNED HIM OUT TO THE W, THEN BACK ON THE DOG-LEG. BUT WHEN HE TURNED FINAL HE WAS STILL AHEAD OF US, ONLY NOW MUCH CLOSER. OUR OVERTAKE HAD TO HAVE BEEN 60-70 KTS. THE CESSNA WAS BEING WORKED ON ANOTHER FREQ SO WE COULD NOT HEAR WHAT WAS SAID TO HIM, OR EVEN WARN HIM OURSELVES. THE RWYS ARE CLOSE AND RWY 11R IS SMALL AND DOES NOT STAND OUT FROM THE TXWYS. I THINK THE CESSNA PLT EITHER GOT DISORIENTED DURING THE TURNS, OR JUST LOCKED ON VISUALLY TO THE MORE VISIBLE RWY. THE CTLR SEEMS TO HAVE MISJUDGED THE TIMING REQUIRED TO LET US PASS WHILE THE CESSNA WAS TURNED OUT. WE DID SLOW FROM ABOUT 200 KTS TO 135 KTS ON FINAL. MAYBE HE DIDN'T EXPECT THAT MUCH DIFFERENCE. F16'S WERE DOING PATTERNS AND MAYBE HE WAS USING THEIR SPDS TO FIGURE THE TIME REQUIRED. WE FULLY EXPECTED THAT THE CESSNA WOULD REALIZE HIS OVERSHOOT AND CONTINUE TURNING R TO RE- INTERCEPT FINAL FOR RWY 11R. BY THE TIME WE REALIZED HE WAS GOING FOR RWY 11L, WE LOST A COUPLE OF SECONDS BEFORE REACTING. WITH THE RWYS THAT CLOSE TOGETHER, AS SOON AS WE SAW HIM OVERSHOOT, WE SHOULD HAVE STARTED OUR GAR.

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.