LJ35 overtake PA46 and execute go around in bed traffic pattern sequencing mix-up.

Attributes
ACN	523350
Time
Date	200108
Day	Thu
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : bed.airport
State Reference	MA
Altitude	msl single value : 1700
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : a90.tracon tower : bed.tower
Operator	general aviation : corporate
Make Model Name	Learjet 35
Operating Under FAR Part	Part 91
Navigation In Use	other
Flight Phase	descent : approach
Flight Plan	VFR
Aircraft 2
Controlling Facilities	tower : bed.tower
Operator	general aviation : personal
Make Model Name	PA-46 Malibu
Operating Under FAR Part	Part 91
Flight Phase	descent : approach
Route In Use	approach : traffic pattern
Person 1
Affiliation	company : corporate
Function	flight crew : captain oversight : pic
Qualification	pilot : atp pilot : multi engine
Experience	flight time last 90 days : 150 flight time total : 11000 flight time type : 6500
ASRS Report	523350
Person 2
Affiliation	company : corporate
Function	flight crew : first officer
Events
Anomaly	conflict : nmac other anomaly other
Independent Detector	other flight crewa
Resolutory Action	flight crew : took evasive action flight crew : exited adverse environment flight crew : executed go around
Miss Distance	horizontal : 0 vertical : 300
Supplementary
Problem Areas	ATC Human Performance Airport Flight Crew Human Performance FAA Environmental Factor
Primary Problem	Flight Crew Human Performance

Narrative:

Bed's airspace was saturated with VFR and IFR traffic, as typical on a nice day. My flight was cleared for the approach to runway 11 and handed off to tower by bos approach at 11.5 mi. Radio congestion prevented contact with tower until 9 DME. Tower requested a 5 mi position report. At 6 DME my flight had to break off the approach. A piper malibu cut us off on final. The windshield post blocked the malibu from my sight until it was directly in front of us (3/4 mi separation) with a 90 KT overtake. During the break away my flight had a near miss with a single engine cessna (172?). The vertical separation was 300 ft. This whole incident was a result of loss of situational awareness by several individuals. The malibu pilot was on the wrong downwind and turned base/final prior to us instead following. The local controller loss situational awareness due to several reasons: 1) the malibu not where it belonged, 2) heavy traffic, 3) almost continuous radio congestion and blocked xmissions, 4) local forgot that he was controling my flight. This was due to several late handoffs (3 mi finals) by approach prior to my flight. I missed the couple calls by local to the other aircraft concerning my flight. The flying sic told me that tower said he wasn't talking to us. Shortly after the evasive maneuvers, there was enough of a break in the radio chatter for everybody to regain situational awareness long enough for my flight to land. The poor local controller had another dozen aircraft waiting to join the frequency at the runway. Our LJ35 does not have TCASII to ensure traffic situational awareness. See and avoid is not enough. Also, the traffic situation at bed is getting dangerously saturated with all types of aircraft and experience levels. Bed has a heavy mix of student pilots mixed in with heavy cpr jet operations. As a whole, the controllers and pilots do an excellent job, but today provided a perfect example of how fast a situation can deteriorate.

Original NASA ASRS Text

Title: LJ35 OVERTAKE PA46 AND EXECUTE GAR IN BED TFC PATTERN SEQUENCING MIX-UP.

Narrative: BED'S AIRSPACE WAS SATURATED WITH VFR AND IFR TFC, AS TYPICAL ON A NICE DAY. MY FLT WAS CLRED FOR THE APCH TO RWY 11 AND HANDED OFF TO TWR BY BOS APCH AT 11.5 MI. RADIO CONGESTION PREVENTED CONTACT WITH TWR UNTIL 9 DME. TWR REQUESTED A 5 MI POS RPT. AT 6 DME MY FLT HAD TO BREAK OFF THE APCH. A PIPER MALIBU CUT US OFF ON FINAL. THE WINDSHIELD POST BLOCKED THE MALIBU FROM MY SIGHT UNTIL IT WAS DIRECTLY IN FRONT OF US (3/4 MI SEPARATION) WITH A 90 KT OVERTAKE. DURING THE BREAK AWAY MY FLT HAD A NEAR MISS WITH A SINGLE ENG CESSNA (172?). THE VERT SEPARATION WAS 300 FT. THIS WHOLE INCIDENT WAS A RESULT OF LOSS OF SITUATIONAL AWARENESS BY SEVERAL INDIVIDUALS. THE MALIBU PLT WAS ON THE WRONG DOWNWIND AND TURNED BASE/FINAL PRIOR TO US INSTEAD FOLLOWING. THE LCL CTLR LOSS SITUATIONAL AWARENESS DUE TO SEVERAL REASONS: 1) THE MALIBU NOT WHERE IT BELONGED, 2) HVY TFC, 3) ALMOST CONTINUOUS RADIO CONGESTION AND BLOCKED XMISSIONS, 4) LCL FORGOT THAT HE WAS CTLING MY FLT. THIS WAS DUE TO SEVERAL LATE HDOFS (3 MI FINALS) BY APCH PRIOR TO MY FLT. I MISSED THE COUPLE CALLS BY LCL TO THE OTHER ACFT CONCERNING MY FLT. THE FLYING SIC TOLD ME THAT TWR SAID HE WASN'T TALKING TO US. SHORTLY AFTER THE EVASIVE MANEUVERS, THERE WAS ENOUGH OF A BREAK IN THE RADIO CHATTER FOR EVERYBODY TO REGAIN SITUATIONAL AWARENESS LONG ENOUGH FOR MY FLT TO LAND. THE POOR LCL CTLR HAD ANOTHER DOZEN ACFT WAITING TO JOIN THE FREQ AT THE RWY. OUR LJ35 DOES NOT HAVE TCASII TO ENSURE TFC SITUATIONAL AWARENESS. SEE AND AVOID IS NOT ENOUGH. ALSO, THE TFC SIT AT BED IS GETTING DANGEROUSLY SATURATED WITH ALL TYPES OF ACFT AND EXPERIENCE LEVELS. BED HAS A HVY MIX OF STUDENT PLTS MIXED IN WITH HVY CPR JET OPS. AS A WHOLE, THE CTLRS AND PLTS DO AN EXCELLENT JOB, BUT TODAY PROVIDED A PERFECT EXAMPLE OF HOW FAST A SIT CAN DETERIORATE.

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.