Narrative:

We were cleared for a visual approach, right downwind, for runway 28R at boi. It was the first officer's leg. We were advised by ATC that a cessna was on final for runway 28L. We did not have the cessna in sight, but did have a likely target on TCASII. As we rolled out on base, I sighted the cessna at 11 O'clock position, 1 - 1 1/2 mi. At this time I also sighted the runways, and it appeared that we were about to overshoot final for runway 28R. We also received a TA on TCASII. (Since we were in right traffic, I had lost sight of the runways from a point on downwind.) the first officer noticed all of this about the same time and put the aircraft in a steep (40-45 degree bank) to minimize the overshoot. I called 'flaps' to indicate we needed all the flaps, as I was concerned about maneuvering speed and minimizing our turn radius. Since we were in a right bank, we lost sight of the cessna. We and the cessna landed without further incident. I thought that we had overshot final for both runways, although the first officer felt we overshot only runway 28R by a little. Nothing was said about the incident by the cessna pilot or ATC. I am not sure if the cessna had to take any evasive action. This incident was caused by a poorly planned and flown visual approach, but mostly by me not exercising my command authority/authorized. I was concerned about not having the cessna in sight, but said nothing to the first officer. I thought about extending our final until well past the cessna, but did not instruct the first officer to do so. If I had said something as simple as 'let's make sure we don't overshoot final,' the incident may have been avoided.

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Original NASA ASRS Text

Title: A CARJ CREW ON A VISUAL DOWNWIND TO BOI, OVERSHOT FINAL, PUTTING THEM IN HARM'S WAY WITH TFC ON THE PARALLEL APCH.

Narrative: WE WERE CLRED FOR A VISUAL APCH, R DOWNWIND, FOR RWY 28R AT BOI. IT WAS THE FO'S LEG. WE WERE ADVISED BY ATC THAT A CESSNA WAS ON FINAL FOR RWY 28L. WE DID NOT HAVE THE CESSNA IN SIGHT, BUT DID HAVE A LIKELY TARGET ON TCASII. AS WE ROLLED OUT ON BASE, I SIGHTED THE CESSNA AT 11 O'CLOCK POS, 1 - 1 1/2 MI. AT THIS TIME I ALSO SIGHTED THE RWYS, AND IT APPEARED THAT WE WERE ABOUT TO OVERSHOOT FINAL FOR RWY 28R. WE ALSO RECEIVED A TA ON TCASII. (SINCE WE WERE IN R TFC, I HAD LOST SIGHT OF THE RWYS FROM A POINT ON DOWNWIND.) THE FO NOTICED ALL OF THIS ABOUT THE SAME TIME AND PUT THE ACFT IN A STEEP (40-45 DEG BANK) TO MINIMIZE THE OVERSHOOT. I CALLED 'FLAPS' TO INDICATE WE NEEDED ALL THE FLAPS, AS I WAS CONCERNED ABOUT MANEUVERING SPD AND MINIMIZING OUR TURN RADIUS. SINCE WE WERE IN A R BANK, WE LOST SIGHT OF THE CESSNA. WE AND THE CESSNA LANDED WITHOUT FURTHER INCIDENT. I THOUGHT THAT WE HAD OVERSHOT FINAL FOR BOTH RWYS, ALTHOUGH THE FO FELT WE OVERSHOT ONLY RWY 28R BY A LITTLE. NOTHING WAS SAID ABOUT THE INCIDENT BY THE CESSNA PLT OR ATC. I AM NOT SURE IF THE CESSNA HAD TO TAKE ANY EVASIVE ACTION. THIS INCIDENT WAS CAUSED BY A POORLY PLANNED AND FLOWN VISUAL APCH, BUT MOSTLY BY ME NOT EXERCISING MY COMMAND AUTH. I WAS CONCERNED ABOUT NOT HAVING THE CESSNA IN SIGHT, BUT SAID NOTHING TO THE FO. I THOUGHT ABOUT EXTENDING OUR FINAL UNTIL WELL PAST THE CESSNA, BUT DID NOT INSTRUCT THE FO TO DO SO. IF I HAD SAID SOMETHING AS SIMPLE AS 'LET'S MAKE SURE WE DON'T OVERSHOOT FINAL,' THE INCIDENT MAY HAVE BEEN AVOIDED.

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.