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Less than standard separaton and near midair collision between commuter and small aircraft aircraft. Operational error.
| Attributes | |
| ACN | 83153 |
| Time | |
| Date | 198802 |
| Day | Mon |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | airport : pvd |
| State Reference | RI |
| Altitude | msl bound lower : 1800 msl bound upper : 1800 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : pvd tower : pvd |
| Operator | common carrier : air carrier |
| Make Model Name | Medium Transport |
| Flight Phase | cruise other other |
| Route In Use | approach : visual enroute : on vectors enroute : direct |
| Flight Plan | IFR |
| Aircraft 2 | |
| Operator | general aviation : corporate |
| Make Model Name | Small Aircraft, High Wing, 1 Eng, Fixed Gear |
| Flight Phase | cruise other |
| Flight Plan | None |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 160 flight time total : 5800 flight time type : 1000 |
| ASRS Report | 83153 |
| Person 2 | |
| Function | flight crew : first officer |
| Qualification | pilot : commercial pilot : instrument |
| Events | |
| Anomaly | conflict : nmac non adherence : required legal separation |
| Independent Detector | other controllera other flight crewa |
| Resolutory Action | flight crew : took evasive action none taken : insufficient time |
| Consequence | faa : reviewed incident with flight crew |
| Miss Distance | horizontal : 250 vertical : 0 |
| Supplementary | |
| Primary Problem | ATC Human Performance |
| Air Traffic Incident | Operational Error Inter Facility Coordination Failure other |
Narrative:
Upon reaching madison VOR we requested clearance direct to pvd and were advised by bos center that quonset would issue that clearance. We contacted quonset TRACON on 133.85, requested and were granted 'direct pvd.' as our position was somewhat south and west of the airport, and the landing runways were 23L/23R, we were given a vector on a 050 degree heading and told to descend to 5000', at which time all landing lights were illuminated. We were then cleared to 2500'. Upon reaching the situate reservoir, approximately 7 mi west of the airport, we were turned over to another quonset controller on 124.5. We advised the controller that we had the airport in sight. He told us we were cleared for the visual to runway 23L and to stay with him. At this time, we were advised that there was traffic 2 mi north of the airport at 1800'. No further information about this aircraft was given. We proceeded inbound to the airport on approximately a 070 degree heading. At this point we were approximately 1-2 NM west of the airport and were unable to contact the controller who was talking to another aircraft. At a point approximately 2 mi north of the airport, and on approximately a 075 degree heading, we saw small aircraft Y, apparently a traffic reporter. At the time I saw aircraft Y he was at our 12 O'clock position and less than 1 mi, at the same altitude, opp direction. We altered course to the left and passed by the aircraft. As soon as this had occurred, quonset advised us to contact pvd tower for landing clearance. No mention about aircraft Y. When we came up on the tower frequency, 120.70, the pilot of Y was talking to the tower about us. We called the tower, advised that we had just been turned over to him by quonset. We were cleared to land. After landing, I called both pvd tower and quonset TRACON. The tower personnel seemed rather put out that quonset had not turned our flight over to the tower earlier. At quonset TRACON I spoke to the watch supervisor and was advised that a trnee had been on the position and had been relieved shortly after the incident.
Original NASA ASRS Text
Title: LESS THAN STANDARD SEPARATON AND NMAC BETWEEN COMMUTER AND SMA ACFT. OPERATIONAL ERROR.
Narrative: UPON REACHING MADISON VOR WE REQUESTED CLRNC DIRECT TO PVD AND WERE ADVISED BY BOS CENTER THAT QUONSET WOULD ISSUE THAT CLRNC. WE CONTACTED QUONSET TRACON ON 133.85, REQUESTED AND WERE GRANTED 'DIRECT PVD.' AS OUR POS WAS SOMEWHAT S AND W OF THE ARPT, AND THE LNDG RWYS WERE 23L/23R, WE WERE GIVEN A VECTOR ON A 050 DEG HDG AND TOLD TO DSND TO 5000', AT WHICH TIME ALL LNDG LIGHTS WERE ILLUMINATED. WE WERE THEN CLRED TO 2500'. UPON REACHING THE SITUATE RESERVOIR, APPROX 7 MI W OF THE ARPT, WE WERE TURNED OVER TO ANOTHER QUONSET CTLR ON 124.5. WE ADVISED THE CTLR THAT WE HAD THE ARPT IN SIGHT. HE TOLD US WE WERE CLRED FOR THE VISUAL TO RWY 23L AND TO STAY WITH HIM. AT THIS TIME, WE WERE ADVISED THAT THERE WAS TFC 2 MI N OF THE ARPT AT 1800'. NO FURTHER INFO ABOUT THIS ACFT WAS GIVEN. WE PROCEEDED INBND TO THE ARPT ON APPROX A 070 DEG HDG. AT THIS POINT WE WERE APPROX 1-2 NM W OF THE ARPT AND WERE UNABLE TO CONTACT THE CTLR WHO WAS TALKING TO ANOTHER ACFT. AT A POINT APPROX 2 MI N OF THE ARPT, AND ON APPROX A 075 DEG HDG, WE SAW SMA Y, APPARENTLY A TFC RPTR. AT THE TIME I SAW ACFT Y HE WAS AT OUR 12 O'CLOCK POS AND LESS THAN 1 MI, AT THE SAME ALT, OPP DIRECTION. WE ALTERED COURSE TO THE LEFT AND PASSED BY THE ACFT. AS SOON AS THIS HAD OCCURRED, QUONSET ADVISED US TO CONTACT PVD TWR FOR LNDG CLRNC. NO MENTION ABOUT ACFT Y. WHEN WE CAME UP ON THE TWR FREQ, 120.70, THE PLT OF Y WAS TALKING TO THE TWR ABOUT US. WE CALLED THE TWR, ADVISED THAT WE HAD JUST BEEN TURNED OVER TO HIM BY QUONSET. WE WERE CLRED TO LAND. AFTER LNDG, I CALLED BOTH PVD TWR AND QUONSET TRACON. THE TWR PERSONNEL SEEMED RATHER PUT OUT THAT QUONSET HAD NOT TURNED OUR FLT OVER TO THE TWR EARLIER. AT QUONSET TRACON I SPOKE TO THE WATCH SUPVR AND WAS ADVISED THAT A TRNEE HAD BEEN ON THE POS AND HAD BEEN RELIEVED SHORTLY AFTER THE INCIDENT.
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.