A tower modification to the visual approach clearance results in an overshoot of final and a traffic...

Attributes
ACN	533490
Time
Date	200112
Day	Sun
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : pbi.airport
State Reference	FL
Altitude	msl single value : 2000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : pbi.tracon
Operator	general aviation : corporate
Make Model Name	Citation V
Operating Under FAR Part	Part 91
Navigation In Use	other
Flight Phase	descent : intermediate altitude
Route In Use	approach : visual
Flight Plan	IFR
Aircraft 2
Controlling Facilities	tower : pbi.tower
Operator	common carrier : air carrier
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 121
Flight Plan	IFR
Person 1
Affiliation	company : corporate
Function	flight crew : captain
Qualification	pilot : atp
Experience	flight time last 90 days : 100 flight time total : 3400 flight time type : 400
ASRS Report	533490
Person 2
Affiliation	company : corporate
Function	flight crew : first officer
Events
Anomaly	conflict : airborne critical non adherence : published procedure other spatial deviation
Independent Detector	other controllerb
Resolutory Action	controller : issued alert controller : issued new clearance flight crew : became reoriented flight crew : took evasive action flight crew : took precautionary avoidance action
Miss Distance	horizontal : 6000
Supplementary
Problem Areas	ATC Human Performance
Primary Problem	ATC Human Performance

Narrative:

We were inbound to pbi. We were on vectors with approach control for a right downwind to runway 9L. As we got approximately abeam the numbers, the controller said 'call the field in sight.' we called the field in sight and the controller cleared us for the visual to runway 9L. We began to turn our base leg, and the controller changed his instructions, and said 'don't turn final until outside of the FAF (rubin) for noise abatement and keep the speed up. At this time we were already established on our base leg, so we had to turn outbound on a downwind leg and extend it for another 2 mi, and our turning radios was cut in half due to the modified downwind need to comply with the controller's new orders. This, combined with 'keep the speed up,' made it impossible for us to make a turn inbound at the FAF without flying left of the centerline to get established on final. When this occurred, the controller began screaming 'traffic alert, plane within 1 mi' to another aircraft in the area.. This came to a surprise to us since we were never told another plane was in our immediate area. We landed uneventfully. This was a clear case of the approach controller trying to rush too many planes into a tight area. If we had known another plane was so close, we would have refused the clearance for a visual approach. Also, we were first given the clearance for a 'visual approach,' and then 10 seconds later more restricting orders were added to the visual approach clearance, after we were established in the pattern and configured to land.

Original NASA ASRS Text

Title: A TWR MODIFICATION TO THE VISUAL APCH CLRNC RESULTS IN AN OVERSHOOT OF FINAL AND A TFC CONFLICT AFTER COMPLIANCE WITH THE NEW CLRNC.

Narrative: WE WERE INBOUND TO PBI. WE WERE ON VECTORS WITH APCH CTL FOR A R DOWNWIND TO RWY 9L. AS WE GOT APPROX ABEAM THE NUMBERS, THE CTLR SAID 'CALL THE FIELD IN SIGHT.' WE CALLED THE FIELD IN SIGHT AND THE CTLR CLRED US FOR THE VISUAL TO RWY 9L. WE BEGAN TO TURN OUR BASE LEG, AND THE CTLR CHANGED HIS INSTRUCTIONS, AND SAID 'DON'T TURN FINAL UNTIL OUTSIDE OF THE FAF (RUBIN) FOR NOISE ABATEMENT AND KEEP THE SPD UP. AT THIS TIME WE WERE ALREADY ESTABLISHED ON OUR BASE LEG, SO WE HAD TO TURN OUTBOUND ON A DOWNWIND LEG AND EXTEND IT FOR ANOTHER 2 MI, AND OUR TURNING RADIOS WAS CUT IN HALF DUE TO THE MODIFIED DOWNWIND NEED TO COMPLY WITH THE CTLR'S NEW ORDERS. THIS, COMBINED WITH 'KEEP THE SPD UP,' MADE IT IMPOSSIBLE FOR US TO MAKE A TURN INBOUND AT THE FAF WITHOUT FLYING L OF THE CTRLINE TO GET ESTABLISHED ON FINAL. WHEN THIS OCCURRED, THE CTLR BEGAN SCREAMING 'TFC ALERT, PLANE WITHIN 1 MI' TO ANOTHER ACFT IN THE AREA.. THIS CAME TO A SURPRISE TO US SINCE WE WERE NEVER TOLD ANOTHER PLANE WAS IN OUR IMMEDIATE AREA. WE LANDED UNEVENTFULLY. THIS WAS A CLR CASE OF THE APCH CTLR TRYING TO RUSH TOO MANY PLANES INTO A TIGHT AREA. IF WE HAD KNOWN ANOTHER PLANE WAS SO CLOSE, WE WOULD HAVE REFUSED THE CLRNC FOR A VISUAL APCH. ALSO, WE WERE FIRST GIVEN THE CLRNC FOR A 'VISUAL APCH,' AND THEN 10 SECONDS LATER MORE RESTRICTING ORDERS WERE ADDED TO THE VISUAL APCH CLRNC, AFTER WE WERE ESTABLISHED IN THE PATTERN AND CONFIGURED TO LAND.

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.

A tower modification to the visual approach clearance results in an overshoot of final and a traffic conflict after compliance with the new clearance.