Close proximity air carrier-large transport GA-small aircraft. Large transport was being vectored fo...

Attributes
ACN	81657
Time
Date	198801
Day	Thu
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : slc
State Reference	UT
Altitude	msl bound lower : 6300 msl bound upper : 6500
Environment
Flight Conditions	VMC
Light	Dusk
Aircraft 1
Controlling Facilities	tracon : slc
Operator	common carrier : air carrier
Make Model Name	Large Transport, Low Wing, 3 Turbojet Eng
Flight Phase	descent : approach descent other
Route In Use	enroute : on vectors
Flight Plan	IFR
Aircraft 2
Make Model Name	Small Aircraft
Flight Phase	cruise other
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 150 flight time total : 10000 flight time type : 5000
ASRS Report	81657
Events
Anomaly	conflict : nmac
Independent Detector	other flight crewa
Resolutory Action	flight crew : took evasive action
Consequence	Other
Miss Distance	horizontal : 500 vertical : 200
Supplementary
Primary Problem	Flight Crew Human Performance

Narrative:

We were on a radar vectored downwind leg to ILS 34L at kslc approximately 1000' above a solid undercast, dusk, good visual conditions, 190K IAS. We had just gone past slc #2 airport when given traffic at 10 O'clock, 3 mi, altitude unknown. Kslc had been below minimums but seeding was in progress, RVR was up to 3000' and we were concentrating on upcoming very low visibility approach. Looked for traffic but no joy. We were given 90 degree left turn to base, des from 7000' to 6500'. Made turn (towards mountains, saw light, thought it was on ground, ie mountainside rising from low clouds. Then, slight movement became apparent. Then given heading 010 degrees, clrd for approach. Turn at first looked like it would increase clearance, probably because of apparent movement of aircraft on windshield caused by banking, leveling. Little or no movement now visible so bank was steepened and des continued to 6300' to avoid now rapidly enlarging airplane lights. Aircraft went by approximately 200' above and 500' to our right heading southwest. It was a high wind single engine, almost certainly an small aircraft. He took no evasive action. We were an large transport with all navigation lights, anti-collision lights and landing light illuminated. We reported situation to slc approach, but they made no response. By this time we had overshot final so we corrected and concentrated on approach. Missed at minimums because no contact. G/south, localizer and IAS were wired. Got in on next approach, but just barely. Aircraft #2 may have been legal as we were just south of arsa limit, but in my opinion flight over 100' ceiling in single engine, through extended final of major airport, in area compressed by very high terrain and with no radio contact was extremely poor judgement. I believe a TCA is overdue for kslc to protect us from those who won't protect themselves. A TCA is not infallible, but it's a lot better than open season on the not so wide open skies.

Original NASA ASRS Text

Title: CLOSE PROX ACR-LGT GA-SMA. LGT WAS BEING VECTORED FOR ILS APCH AND SMA OPERATING VFR NEAR ARSA.

Narrative: WE WERE ON A RADAR VECTORED DOWNWIND LEG TO ILS 34L AT KSLC APPROX 1000' ABOVE A SOLID UNDERCAST, DUSK, GOOD VISUAL CONDITIONS, 190K IAS. WE HAD JUST GONE PAST SLC #2 ARPT WHEN GIVEN TFC AT 10 O'CLOCK, 3 MI, ALT UNKNOWN. KSLC HAD BEEN BELOW MINIMUMS BUT SEEDING WAS IN PROGRESS, RVR WAS UP TO 3000' AND WE WERE CONCENTRATING ON UPCOMING VERY LOW VIS APCH. LOOKED FOR TFC BUT NO JOY. WE WERE GIVEN 90 DEG LEFT TURN TO BASE, DES FROM 7000' TO 6500'. MADE TURN (TOWARDS MOUNTAINS, SAW LIGHT, THOUGHT IT WAS ON GND, IE MOUNTAINSIDE RISING FROM LOW CLOUDS. THEN, SLIGHT MOVEMENT BECAME APPARENT. THEN GIVEN HDG 010 DEGS, CLRD FOR APCH. TURN AT FIRST LOOKED LIKE IT WOULD INCREASE CLRNC, PROBABLY BECAUSE OF APPARENT MOVEMENT OF ACFT ON WINDSHIELD CAUSED BY BANKING, LEVELING. LITTLE OR NO MOVEMENT NOW VISIBLE SO BANK WAS STEEPENED AND DES CONTINUED TO 6300' TO AVOID NOW RAPIDLY ENLARGING AIRPLANE LIGHTS. ACFT WENT BY APPROX 200' ABOVE AND 500' TO OUR RIGHT HDG SW. IT WAS A HIGH WIND SINGLE ENG, ALMOST CERTAINLY AN SMA. HE TOOK NO EVASIVE ACTION. WE WERE AN LGT WITH ALL NAV LIGHTS, ANTI-COLLISION LIGHTS AND LNDG LIGHT ILLUMINATED. WE RPTED SITUATION TO SLC APCH, BUT THEY MADE NO RESPONSE. BY THIS TIME WE HAD OVERSHOT FINAL SO WE CORRECTED AND CONCENTRATED ON APCH. MISSED AT MINIMUMS BECAUSE NO CONTACT. G/S, LOC AND IAS WERE WIRED. GOT IN ON NEXT APCH, BUT JUST BARELY. ACFT #2 MAY HAVE BEEN LEGAL AS WE WERE JUST S OF ARSA LIMIT, BUT IN MY OPINION FLT OVER 100' CEILING IN SINGLE ENG, THROUGH EXTENDED FINAL OF MAJOR ARPT, IN AREA COMPRESSED BY VERY HIGH TERRAIN AND WITH NO RADIO CONTACT WAS EXTREMELY POOR JUDGEMENT. I BELIEVE A TCA IS OVERDUE FOR KSLC TO PROTECT US FROM THOSE WHO WON'T PROTECT THEMSELVES. A TCA IS NOT INFALLIBLE, BUT IT'S A LOT BETTER THAN OPEN SEASON ON THE NOT SO WIDE OPEN SKIES.

Data retrieved from NASA's ASRS site as of August 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.

Close proximity air carrier-large transport GA-small aircraft. Large transport was being vectored for ILS approach and small aircraft operating VFR near arsa.