Narrative:

Mci tower issued us go around instructions because of aircraft on runway ahead of us (runway 27). Were told to turn left for right downwind runway 1. I turned to 190 degree heading, then called for balked landing check. First officer complied while I set up localizer for runway 19. We next asked mci tower to verify we were cleared to land runway 1. We were urgently told yes, to turn base now, that we were #1 with an air carrier medium large transport, #2 behind us on left base. We were inside runway 1 LOM, but I had no idea how close to the final path. Immediately I started a right turn to base, looking for the medium large transport ahead and to my left, the assumed location for an aircraft on left base landing behind us. Tower had given us no location information on the medium large transport. As we crossed the final approach path to runway 1, approximately 20 degrees short of a 90 degree base heading, my first officer spotted the medium large transport at our altitude at our 1 O'clock position, same altitude. We were turning directly into him as he was on base turning onto final. The medium large transport saw us at same time and told tower we were turning into him. Tower next told medium large transport to turn right, which would have been into us, and told us to continue our right turn onto final directly into the medium large transport. Medium large transport was between us and the airport, turning final. We were crossing final in opposite direction to him. These tower instructions would have collided us. I immediately stopped our right turn and made a 270 degree left turn back to final while medium large transport continued his left turn to final. Both medium large transport and my actions were the only actions available to prevent a midair, which were both opp what the controller had issued. We passed approximately 300' from each other at same altitude. Both aircraft were air carrier's with operable mode C, both talking to same controller. Controller still did not know our relative positions, (i.e., the controller twice issuing collision course vectors). I must question the wisdom of the new FAA mandate for new mode C requirements. It didn't work here. Rather, re-hire old available controllers to help alleviate the current excessive controller workload situation.

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Original NASA ASRS Text

Title: GO AROUND ADVISED #1 FOR RWY 1 ENCOUNTERED MLG ON STRIAGHT IN FOR RWY 1.

Narrative: MCI TWR ISSUED US GO AROUND INSTRUCTIONS BECAUSE OF ACFT ON RWY AHEAD OF US (RWY 27). WERE TOLD TO TURN LEFT FOR RIGHT DOWNWIND RWY 1. I TURNED TO 190 DEG HDG, THEN CALLED FOR BALKED LNDG CHK. F/O COMPLIED WHILE I SET UP LOC FOR RWY 19. WE NEXT ASKED MCI TWR TO VERIFY WE WERE CLRED TO LAND RWY 1. WE WERE URGENTLY TOLD YES, TO TURN BASE NOW, THAT WE WERE #1 WITH AN ACR MLG, #2 BEHIND US ON LEFT BASE. WE WERE INSIDE RWY 1 LOM, BUT I HAD NO IDEA HOW CLOSE TO THE FINAL PATH. IMMEDIATELY I STARTED A RIGHT TURN TO BASE, LOOKING FOR THE MLG AHEAD AND TO MY LEFT, THE ASSUMED LOCATION FOR AN ACFT ON LEFT BASE LNDG BEHIND US. TWR HAD GIVEN US NO LOCATION INFO ON THE MLG. AS WE CROSSED THE FINAL APCH PATH TO RWY 1, APPROX 20 DEGS SHORT OF A 90 DEG BASE HDG, MY F/O SPOTTED THE MLG AT OUR ALT AT OUR 1 O'CLOCK POS, SAME ALT. WE WERE TURNING DIRECTLY INTO HIM AS HE WAS ON BASE TURNING ONTO FINAL. THE MLG SAW US AT SAME TIME AND TOLD TWR WE WERE TURNING INTO HIM. TWR NEXT TOLD MLG TO TURN RIGHT, WHICH WOULD HAVE BEEN INTO US, AND TOLD US TO CONTINUE OUR RIGHT TURN ONTO FINAL DIRECTLY INTO THE MLG. MLG WAS BTWN US AND THE ARPT, TURNING FINAL. WE WERE XING FINAL IN OPPOSITE DIRECTION TO HIM. THESE TWR INSTRUCTIONS WOULD HAVE COLLIDED US. I IMMEDIATELY STOPPED OUR RIGHT TURN AND MADE A 270 DEG LEFT TURN BACK TO FINAL WHILE MLG CONTINUED HIS LEFT TURN TO FINAL. BOTH MLG AND MY ACTIONS WERE THE ONLY ACTIONS AVAILABLE TO PREVENT A MIDAIR, WHICH WERE BOTH OPP WHAT THE CTLR HAD ISSUED. WE PASSED APPROX 300' FROM EACH OTHER AT SAME ALT. BOTH ACFT WERE ACR'S WITH OPERABLE MODE C, BOTH TALKING TO SAME CTLR. CTLR STILL DID NOT KNOW OUR RELATIVE POSITIONS, (I.E., THE CTLR TWICE ISSUING COLLISION COURSE VECTORS). I MUST QUESTION THE WISDOM OF THE NEW FAA MANDATE FOR NEW MODE C REQUIREMENTS. IT DIDN'T WORK HERE. RATHER, RE-HIRE OLD AVAILABLE CTLRS TO HELP ALLEVIATE THE CURRENT EXCESSIVE CTLR WORKLOAD SITUATION.

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.