Narrative:

I was on an IFR flight plan from fll to mygf, bahamas. ZMA cleared me to 'padus intersection via B470V, no delay expected.' this is a route and clearance that I have been flying on the average of 4 days per week for about 2 1/2 yrs. Freeport is a non radar environment. I was handed off to freeport approach control, who cleared me to zfp VOR via BR66Y, report padus intersection. I was at 4000 ft. I passed padus, but was unable to give my position report for 2 mins due to frequency congestion from several arriving and departing airliners. I gave my report with the time that I passed padus, and I was cleared for the VOR/DME 6 approach, descend to 1500 ft, report the 15 DME (I think) fix. I made the report and heard another aircraft get a clearance to hold at the marker and to report entering the hold. I was then given a clearance to hold at the marker, too. There was considerable frequency congestion. I can remember thinking that the controller was doing a good job, but he was probably working all the traffic he could handle. I chose to cancel IFR because that would reduce the IFR traffic that the controller would be handling. It would allow VFR separation that would expedite our arrival and it would get us out of the traffic congestion. I called approach control, after getting the holding clearance and I canceled IFR. The controller said, 'IFR canceled at XXXX (time), call the tower on 118.5.' it occurred to me that approach control was probably glad to get rid of me. I called the tower and gave them my distance (DME). They told me that I could leave the hold. I told them that I was VFR, had canceled IFR with approach. They said that I didn't. I asked if there was any traffic. I had previously heard an airliner report 'inside the marker.' the marker is 4 DME. I was 2 mi outside the marker, so there was no traffic conflict (I can't overtake an airbus). He told me to call him if I needed a witness. This entire incident, if there was one, is very strange. I never saw any conflicting traffic, nor was I told to look for any. They had on board, and should have been using TCASII. If he did dive under me, he must have been overtaking me on final from a higher altitude. Perhaps the airbus pilot needs to be more conversant with far 91.113(B)(F)(G) because they apply to him, even when he is operating under far part 121.

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Original NASA ASRS Text

Title: NMAC RPTED BY AN AIRBUS WITH A PA31 OUTSIDE THE MARKER ON APCH TO RWY 6 AT MYGF, FO.

Narrative: I WAS ON AN IFR FLT PLAN FROM FLL TO MYGF, BAHAMAS. ZMA CLRED ME TO 'PADUS INTXN VIA B470V, NO DELAY EXPECTED.' THIS IS A RTE AND CLRNC THAT I HAVE BEEN FLYING ON THE AVERAGE OF 4 DAYS PER WK FOR ABOUT 2 1/2 YRS. FREEPORT IS A NON RADAR ENVIRONMENT. I WAS HANDED OFF TO FREEPORT APCH CTL, WHO CLRED ME TO ZFP VOR VIA BR66Y, RPT PADUS INTXN. I WAS AT 4000 FT. I PASSED PADUS, BUT WAS UNABLE TO GIVE MY POS RPT FOR 2 MINS DUE TO FREQ CONGESTION FROM SEVERAL ARRIVING AND DEPARTING AIRLINERS. I GAVE MY RPT WITH THE TIME THAT I PASSED PADUS, AND I WAS CLRED FOR THE VOR/DME 6 APCH, DSND TO 1500 FT, RPT THE 15 DME (I THINK) FIX. I MADE THE RPT AND HEARD ANOTHER ACFT GET A CLRNC TO HOLD AT THE MARKER AND TO RPT ENTERING THE HOLD. I WAS THEN GIVEN A CLRNC TO HOLD AT THE MARKER, TOO. THERE WAS CONSIDERABLE FREQ CONGESTION. I CAN REMEMBER THINKING THAT THE CTLR WAS DOING A GOOD JOB, BUT HE WAS PROBABLY WORKING ALL THE TFC HE COULD HANDLE. I CHOSE TO CANCEL IFR BECAUSE THAT WOULD REDUCE THE IFR TFC THAT THE CTLR WOULD BE HANDLING. IT WOULD ALLOW VFR SEPARATION THAT WOULD EXPEDITE OUR ARR AND IT WOULD GET US OUT OF THE TFC CONGESTION. I CALLED APCH CTL, AFTER GETTING THE HOLDING CLRNC AND I CANCELED IFR. THE CTLR SAID, 'IFR CANCELED AT XXXX (TIME), CALL THE TWR ON 118.5.' IT OCCURRED TO ME THAT APCH CTL WAS PROBABLY GLAD TO GET RID OF ME. I CALLED THE TWR AND GAVE THEM MY DISTANCE (DME). THEY TOLD ME THAT I COULD LEAVE THE HOLD. I TOLD THEM THAT I WAS VFR, HAD CANCELED IFR WITH APCH. THEY SAID THAT I DIDN'T. I ASKED IF THERE WAS ANY TFC. I HAD PREVIOUSLY HEARD AN AIRLINER RPT 'INSIDE THE MARKER.' THE MARKER IS 4 DME. I WAS 2 MI OUTSIDE THE MARKER, SO THERE WAS NO TFC CONFLICT (I CAN'T OVERTAKE AN AIRBUS). HE TOLD ME TO CALL HIM IF I NEEDED A WITNESS. THIS ENTIRE INCIDENT, IF THERE WAS ONE, IS VERY STRANGE. I NEVER SAW ANY CONFLICTING TFC, NOR WAS I TOLD TO LOOK FOR ANY. THEY HAD ON BOARD, AND SHOULD HAVE BEEN USING TCASII. IF HE DID DIVE UNDER ME, HE MUST HAVE BEEN OVERTAKING ME ON FINAL FROM A HIGHER ALT. PERHAPS THE AIRBUS PLT NEEDS TO BE MORE CONVERSANT WITH FAR 91.113(B)(F)(G) BECAUSE THEY APPLY TO HIM, EVEN WHEN HE IS OPERATING UNDER FAR PART 121.

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.