Narrative:

On arrival to ktn, ak, I was approached by an FAA inspector. He informed me that his aircraft and our aircraft had a near miss of about 500 ft while I was on my final approach. This was a total surprise to me as I had not seen any aircraft or had been informed of any aircraft in the area while on final for the ILS DME 2 runway 11 at ktn airport. The following is an overview from the time we approached the annette VOR until our arrival at ktn: prior to crossing the annette VOR, zan cleared us for the ILS DME 2 runway 11 via the annette 295 degree radial and to contact ktn FSS. We contacted ktn FSS at annette and announced we just crossed annette and were inbound for the ILS DME 2 runway 11 via the 295 degree radial from annette. Ktn FSS advised us to report the 11 DME fix on the localizer for runway 11. We continued to fly the 295 degree radial off of annette to the 35 DME arc to intercept the ILS for the straight in to runway 11. We announced 11 DME to ktn radio. Ktn radio responded that there was some traffic in the area. We were not aware of where the traffic was since we were still in and out of IMC until the 4 DME fix. I called ktn FSS and announced that we were on a 4 mi final for the straight in to runway 11 and asked for any traffic in the area. Ktn responded with no traffic at this time and that we were cleared to land on runway 11. We landed on runway 11, exited the runway and that completed our flight. Since this was a training flight and we were operating this leg as a 2 pilot crew, my trainee was flying the aircraft while I was looking for traffic and using the radios. I did not see any traffic underneath me at the time I broke out of the IMC conditions on the ILS for runway 11, nor did I have any idea of possible conflicting traffic in the area. Callback conversation with reporter revealed the following information: reporter states that there has been no further follow-up by FAA after the inspector spoke with reporter's company manager about the incident. The inspector's question was why didn't reporter use his TCASII? He was told that this cargo flight does not have to have TCASII. The inspector was surprised. Reporter was upset because he had no specific information regarding the position or altitude of the traffic. While FSS is not controling, things are a bit different in alaska. The reporter's concern is that the approach into ktn keeps one's hands full and reporter wants to know if somebody else is out there.

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Original NASA ASRS Text

Title: AN SA227 FLC ON APCH TO KTN IN MIXED WX CONDITIONS MAKES AN ILS APCH AND LNDG. HE IS THEN APCHED BY AN FAA INSPECTOR WHO INDICATES THAT RPTR CAME WITHIN 500 FT OF HIS ACFT ON FINAL.

Narrative: ON ARR TO KTN, AK, I WAS APCHED BY AN FAA INSPECTOR. HE INFORMED ME THAT HIS ACFT AND OUR ACFT HAD A NEAR MISS OF ABOUT 500 FT WHILE I WAS ON MY FINAL APCH. THIS WAS A TOTAL SURPRISE TO ME AS I HAD NOT SEEN ANY ACFT OR HAD BEEN INFORMED OF ANY ACFT IN THE AREA WHILE ON FINAL FOR THE ILS DME 2 RWY 11 AT KTN ARPT. THE FOLLOWING IS AN OVERVIEW FROM THE TIME WE APCHED THE ANNETTE VOR UNTIL OUR ARR AT KTN: PRIOR TO XING THE ANNETTE VOR, ZAN CLRED US FOR THE ILS DME 2 RWY 11 VIA THE ANNETTE 295 DEG RADIAL AND TO CONTACT KTN FSS. WE CONTACTED KTN FSS AT ANNETTE AND ANNOUNCED WE JUST CROSSED ANNETTE AND WERE INBOUND FOR THE ILS DME 2 RWY 11 VIA THE 295 DEG RADIAL FROM ANNETTE. KTN FSS ADVISED US TO RPT THE 11 DME FIX ON THE LOC FOR RWY 11. WE CONTINUED TO FLY THE 295 DEG RADIAL OFF OF ANNETTE TO THE 35 DME ARC TO INTERCEPT THE ILS FOR THE STRAIGHT IN TO RWY 11. WE ANNOUNCED 11 DME TO KTN RADIO. KTN RADIO RESPONDED THAT THERE WAS SOME TFC IN THE AREA. WE WERE NOT AWARE OF WHERE THE TFC WAS SINCE WE WERE STILL IN AND OUT OF IMC UNTIL THE 4 DME FIX. I CALLED KTN FSS AND ANNOUNCED THAT WE WERE ON A 4 MI FINAL FOR THE STRAIGHT IN TO RWY 11 AND ASKED FOR ANY TFC IN THE AREA. KTN RESPONDED WITH NO TFC AT THIS TIME AND THAT WE WERE CLRED TO LAND ON RWY 11. WE LANDED ON RWY 11, EXITED THE RWY AND THAT COMPLETED OUR FLT. SINCE THIS WAS A TRAINING FLT AND WE WERE OPERATING THIS LEG AS A 2 PLT CREW, MY TRAINEE WAS FLYING THE ACFT WHILE I WAS LOOKING FOR TFC AND USING THE RADIOS. I DID NOT SEE ANY TFC UNDERNEATH ME AT THE TIME I BROKE OUT OF THE IMC CONDITIONS ON THE ILS FOR RWY 11, NOR DID I HAVE ANY IDEA OF POSSIBLE CONFLICTING TFC IN THE AREA. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATES THAT THERE HAS BEEN NO FURTHER FOLLOW-UP BY FAA AFTER THE INSPECTOR SPOKE WITH RPTR'S COMPANY MGR ABOUT THE INCIDENT. THE INSPECTOR'S QUESTION WAS WHY DIDN'T RPTR USE HIS TCASII? HE WAS TOLD THAT THIS CARGO FLT DOES NOT HAVE TO HAVE TCASII. THE INSPECTOR WAS SURPRISED. RPTR WAS UPSET BECAUSE HE HAD NO SPECIFIC INFO REGARDING THE POS OR ALT OF THE TFC. WHILE FSS IS NOT CTLING, THINGS ARE A BIT DIFFERENT IN ALASKA. THE RPTR'S CONCERN IS THAT THE APCH INTO KTN KEEPS ONE'S HANDS FULL AND RPTR WANTS TO KNOW IF SOMEBODY ELSE IS OUT THERE.

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.