Narrative:

Our commuter flight took off from alb, ny, en route to orh, ma. Bdl approach was handling our flight for the ILS runway 29. When we checked on with bdl approach control, we noticed that there were 2 aircraft ahead of us on the approach. We were approximately 20 mi west of orh at 4000 ft and heading 110 degrees radar vectors. Our company aircraft (Y) ahead of us on the approach was at 3000 ft, holding at gozzr intersection. Our aircraft (X) was now about 12 mi west at 4000 ft. ATC (bradley) cleared our company for the ILS runway 29 approach at orh. They told them to call procedure turn inbound and call orh tower. From that time on, they were on tower frequency. Bradley ATC called us and told us to descend to 3000 ft and you are cleared for the full approach to ILS runway 29. At this point we were about 10 mi west of the gozzr LOM. At about 4 mi west of the field, at our assigned altitude, out TCASII announced 'traffic, traffic.' there was traffic at our 12 O'clock position and less than 2 mi. The vsi TCASII indicated an immediate 2000 ft climb to clear traffic. The TCASII was showing an RA. The aircraft (Y) ahead of us was now less than 1 mi horizontally and 400 ft below our aircraft and climbing at a high rate of speed. We immediately initiated a climb following the TCASII suggested climb rate. As we started climbing, ATC (bradley) told us to turn left to 030 degrees and climb to 4000 ft. We told them we were climbing for traffic ahead of us. We were then radar vectored for an ILS approach runway 29 at 4000 ft and landed without incident. The aircraft that almost collided with us was aircraft Y, on a missed approach from ILS runway 29. Bradley had no way of knowing where the other aircraft was because it was not in radar coverage. We were cleared for an instrument approach before our company was confirmed on the ground in orh! We had no way of knowing the aircraft was on a missed approach. Bdl approach did not notify us until the aircraft was approximately 400 ft below our altitude, because of radar coverage. We were told later that radar coverage does not begin until 2700 ft MSL to 3000 ft MSL west of the field. 2 'like-sounding' call signs into 1 airport at the same time. When the other aircraft ahead of us was cleared for the approach, ATC mistakenly used our call sign. I corrected them. Apparently there was some confusion. We never received the updated ATIS. They never announced a change. The tower never told them, nor did bradley ever let them know a conflict existed for our 2 aircraft. I filed appropriate forms with my company and alerted my chief pilot as per our company policy, in the interest of safety.or the approach, ATC mistakenly used our call sign. I corrected them. Apparently there was some confusion. We never received the updated ATIS. They never announced a change. The tower never told them, nor did bradley ever let them know a conflict existed for our 2 aircraft. I filed appropriate forms with my company and alerted my chief pilot as per our company policy, in the interest of safety. Supplemental information from acn 414548: I was a crew member on the flight from philadelphia, PA, to worcester, ma. We received our clearance to execute the full procedure for the ILS runway 29 at worcester. Upon arrival at minimums we were still IMC. We did not meet any of the criteria to continue and land, therefore we executed the missed approach. We advised the control tower of our missed approach. They instructed us to fly the published missed approach procedure and then handed us off to approach control. Still in IMC conditions, we chedked on with approach control and they also instructed us to fly the published miss procedure. The controller then advised us that we could expect holding at the gripe intersection. As he was saying this however, we received a TCASII aural announcement of 'traffic, traffic.' this caused my partner to miss the controller's statement. We then asked the controller to repeat his statement, telling him of our TA. At no point did we receive an RA from our TCASII or a traffic callout from the controller.

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Original NASA ASRS Text

Title: BE02 ACR FLC EXECUTES EVASIVE TCASII MANEUVER DUE TO OPPOSITE DIRECTION TFC ON A GAR. PLT CONCERNED WITH THE LEVEL OF EXPERTISE DISPLAYED BY THE TWR AND THE APCH CTL. PLT FILED COMPANY SAFETY RPT.

Narrative: OUR COMMUTER FLT TOOK OFF FROM ALB, NY, ENRTE TO ORH, MA. BDL APCH WAS HANDLING OUR FLT FOR THE ILS RWY 29. WHEN WE CHKED ON WITH BDL APCH CTL, WE NOTICED THAT THERE WERE 2 ACFT AHEAD OF US ON THE APCH. WE WERE APPROX 20 MI W OF ORH AT 4000 FT AND HDG 110 DEGS RADAR VECTORS. OUR COMPANY ACFT (Y) AHEAD OF US ON THE APCH WAS AT 3000 FT, HOLDING AT GOZZR INTXN. OUR ACFT (X) WAS NOW ABOUT 12 MI W AT 4000 FT. ATC (BRADLEY) CLRED OUR COMPANY FOR THE ILS RWY 29 APCH AT ORH. THEY TOLD THEM TO CALL PROC TURN INBOUND AND CALL ORH TWR. FROM THAT TIME ON, THEY WERE ON TWR FREQ. BRADLEY ATC CALLED US AND TOLD US TO DSND TO 3000 FT AND YOU ARE CLRED FOR THE FULL APCH TO ILS RWY 29. AT THIS POINT WE WERE ABOUT 10 MI W OF THE GOZZR LOM. AT ABOUT 4 MI W OF THE FIELD, AT OUR ASSIGNED ALT, OUT TCASII ANNOUNCED 'TFC, TFC.' THERE WAS TFC AT OUR 12 O'CLOCK POS AND LESS THAN 2 MI. THE VSI TCASII INDICATED AN IMMEDIATE 2000 FT CLB TO CLR TFC. THE TCASII WAS SHOWING AN RA. THE ACFT (Y) AHEAD OF US WAS NOW LESS THAN 1 MI HORIZLY AND 400 FT BELOW OUR ACFT AND CLBING AT A HIGH RATE OF SPD. WE IMMEDIATELY INITIATED A CLB FOLLOWING THE TCASII SUGGESTED CLB RATE. AS WE STARTED CLBING, ATC (BRADLEY) TOLD US TO TURN L TO 030 DEGS AND CLB TO 4000 FT. WE TOLD THEM WE WERE CLBING FOR TFC AHEAD OF US. WE WERE THEN RADAR VECTORED FOR AN ILS APCH RWY 29 AT 4000 FT AND LANDED WITHOUT INCIDENT. THE ACFT THAT ALMOST COLLIDED WITH US WAS ACFT Y, ON A MISSED APCH FROM ILS RWY 29. BRADLEY HAD NO WAY OF KNOWING WHERE THE OTHER ACFT WAS BECAUSE IT WAS NOT IN RADAR COVERAGE. WE WERE CLRED FOR AN INST APCH BEFORE OUR COMPANY WAS CONFIRMED ON THE GND IN ORH! WE HAD NO WAY OF KNOWING THE ACFT WAS ON A MISSED APCH. BDL APCH DID NOT NOTIFY US UNTIL THE ACFT WAS APPROX 400 FT BELOW OUR ALT, BECAUSE OF RADAR COVERAGE. WE WERE TOLD LATER THAT RADAR COVERAGE DOES NOT BEGIN UNTIL 2700 FT MSL TO 3000 FT MSL W OF THE FIELD. 2 'LIKE-SOUNDING' CALL SIGNS INTO 1 ARPT AT THE SAME TIME. WHEN THE OTHER ACFT AHEAD OF US WAS CLRED FOR THE APCH, ATC MISTAKENLY USED OUR CALL SIGN. I CORRECTED THEM. APPARENTLY THERE WAS SOME CONFUSION. WE NEVER RECEIVED THE UPDATED ATIS. THEY NEVER ANNOUNCED A CHANGE. THE TWR NEVER TOLD THEM, NOR DID BRADLEY EVER LET THEM KNOW A CONFLICT EXISTED FOR OUR 2 ACFT. I FILED APPROPRIATE FORMS WITH MY COMPANY AND ALERTED MY CHIEF PLT AS PER OUR COMPANY POLICY, IN THE INTEREST OF SAFETY.OR THE APCH, ATC MISTAKENLY USED OUR CALL SIGN. I CORRECTED THEM. APPARENTLY THERE WAS SOME CONFUSION. WE NEVER RECEIVED THE UPDATED ATIS. THEY NEVER ANNOUNCED A CHANGE. THE TWR NEVER TOLD THEM, NOR DID BRADLEY EVER LET THEM KNOW A CONFLICT EXISTED FOR OUR 2 ACFT. I FILED APPROPRIATE FORMS WITH MY COMPANY AND ALERTED MY CHIEF PLT AS PER OUR COMPANY POLICY, IN THE INTEREST OF SAFETY. SUPPLEMENTAL INFO FROM ACN 414548: I WAS A CREW MEMBER ON THE FLT FROM PHILADELPHIA, PA, TO WORCESTER, MA. WE RECEIVED OUR CLRNC TO EXECUTE THE FULL PROC FOR THE ILS RWY 29 AT WORCESTER. UPON ARRIVAL AT MINIMUMS WE WERE STILL IMC. WE DID NOT MEET ANY OF THE CRITERIA TO CONTINUE AND LAND, THEREFORE WE EXECUTED THE MISSED APCH. WE ADVISED THE CTL TWR OF OUR MISSED APCH. THEY INSTRUCTED US TO FLY THE PUBLISHED MISSED APCH PROC AND THEN HANDED US OFF TO APCH CTL. STILL IN IMC CONDITIONS, WE CHEDKED ON WITH APCH CTL AND THEY ALSO INSTRUCTED US TO FLY THE PUBLISHED MISS PROC. THE CTLR THEN ADVISED US THAT WE COULD EXPECT HOLDING AT THE GRIPE INTXN. AS HE WAS SAYING THIS HOWEVER, WE RECEIVED A TCASII AURAL ANNOUNCEMENT OF 'TFC, TFC.' THIS CAUSED MY PARTNER TO MISS THE CTLR'S STATEMENT. WE THEN ASKED THE CTLR TO REPEAT HIS STATEMENT, TELLING HIM OF OUR TA. AT NO POINT DID WE RECEIVE AN RA FROM OUR TCASII OR A TFC CALLOUT FROM THE CTLR.

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.