Narrative:

I am a flight instrument at flight school. On 9/88 I departed hnl on an instruction flight. The planned route of flight was to be counterclockwise around ohau, some lndgs at ford island, then return to hnl. The pilot I was checking out was a highly qualified GA pilot. We departed the hnl TCA to the east. After hnl departure cleared us out of the TCA, we continued our flight counterclockwise to the kaneohe marine corp air station. There were 2 VFR routes published for crossing, the preferred route and the alternate preferred routing (enclosed map). Approaching the kaneohe air traffic area, it was obvious that I would not be able to fly the preferred route due to clouds. I requested the alternate routing. The clearance was approved and I was told to maintain 500' or below. Approaching the arrival path to runway 22, the tower advised me of arriving traffic and to pass behind. I never saw the traffic until I was well past the extended centerline of runway 22. We finally observed a fgt passing behind at about the 5 O'clock position. During the transition, I do remember the tower directing me to turn right for traffic avoidance, at that time I reported our position well clear of the runway centerline and the tower told me to continue. I advised the tower I was clear of the pattern and the call was acknowledged. Now that I was clear of the approach pattern, I instructed the chkout pilot to start a climb to safe altitude that would allow us to make land in case of engine problems. Unknown to me at the time, the fgt was being vectored on a route and altitude that would bring both aircraft within the same proximity. Although still in contact with the tower, I was never advised of the traffic. The fgt was being controled by kaneohe ground radar on a UHF frequency, and I was VHF. Reviewing the 2 aircraft flight paths, it appears to me that ground radar could have prevented such a close encounter. Since the flight 9/88, the alternate route has been deleted. I have further information that the alternate preferred routing had been deleted as far back as 7/88 for hazardous conditions to flts arriving at the air station. My misunderstanding about where the 500' restriction applied was a definite factor. The tower issuing a deleted and unsafe route of flight has to be a primary factor. The tower's failure to advise me of known traffic. The failure of ground radar to adjust the jet routing and altitude in a more timely fashion I would also consider a primary cause. The profile of the transition could be modified to go directly over the field so as to avoid the departure and arrival areas.

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Original NASA ASRS Text

Title: CLOSE PROX GA-SMA MIL-FGT IN NGF ATA.

Narrative: I AM A FLT INSTR AT FLT SCHOOL. ON 9/88 I DEPARTED HNL ON AN INSTRUCTION FLT. THE PLANNED ROUTE OF FLT WAS TO BE COUNTERCLOCKWISE AROUND OHAU, SOME LNDGS AT FORD ISLAND, THEN RETURN TO HNL. THE PLT I WAS CHKING OUT WAS A HIGHLY QUALIFIED GA PLT. WE DEPARTED THE HNL TCA TO THE E. AFTER HNL DEP CLRED US OUT OF THE TCA, WE CONTINUED OUR FLT COUNTERCLOCKWISE TO THE KANEOHE MARINE CORP AIR STATION. THERE WERE 2 VFR ROUTES PUBLISHED FOR XING, THE PREFERRED ROUTE AND THE ALTERNATE PREFERRED ROUTING (ENCLOSED MAP). APCHING THE KANEOHE ATA, IT WAS OBVIOUS THAT I WOULD NOT BE ABLE TO FLY THE PREFERRED ROUTE DUE TO CLOUDS. I REQUESTED THE ALTERNATE ROUTING. THE CLRNC WAS APPROVED AND I WAS TOLD TO MAINTAIN 500' OR BELOW. APCHING THE ARR PATH TO RWY 22, THE TWR ADVISED ME OF ARRIVING TFC AND TO PASS BEHIND. I NEVER SAW THE TFC UNTIL I WAS WELL PAST THE EXTENDED CENTERLINE OF RWY 22. WE FINALLY OBSERVED A FGT PASSING BEHIND AT ABOUT THE 5 O'CLOCK POS. DURING THE TRANSITION, I DO REMEMBER THE TWR DIRECTING ME TO TURN RIGHT FOR TFC AVOIDANCE, AT THAT TIME I RPTED OUR POS WELL CLR OF THE RWY CENTERLINE AND THE TWR TOLD ME TO CONTINUE. I ADVISED THE TWR I WAS CLR OF THE PATTERN AND THE CALL WAS ACKNOWLEDGED. NOW THAT I WAS CLR OF THE APCH PATTERN, I INSTRUCTED THE CHKOUT PLT TO START A CLB TO SAFE ALT THAT WOULD ALLOW US TO MAKE LAND IN CASE OF ENG PROBS. UNKNOWN TO ME AT THE TIME, THE FGT WAS BEING VECTORED ON A ROUTE AND ALT THAT WOULD BRING BOTH ACFT WITHIN THE SAME PROX. ALTHOUGH STILL IN CONTACT WITH THE TWR, I WAS NEVER ADVISED OF THE TFC. THE FGT WAS BEING CTLED BY KANEOHE GND RADAR ON A UHF FREQ, AND I WAS VHF. REVIEWING THE 2 ACFT FLT PATHS, IT APPEARS TO ME THAT GND RADAR COULD HAVE PREVENTED SUCH A CLOSE ENCOUNTER. SINCE THE FLT 9/88, THE ALTERNATE ROUTE HAS BEEN DELETED. I HAVE FURTHER INFO THAT THE ALTERNATE PREFERRED ROUTING HAD BEEN DELETED AS FAR BACK AS 7/88 FOR HAZARDOUS CONDITIONS TO FLTS ARRIVING AT THE AIR STATION. MY MISUNDERSTANDING ABOUT WHERE THE 500' RESTRICTION APPLIED WAS A DEFINITE FACTOR. THE TWR ISSUING A DELETED AND UNSAFE ROUTE OF FLT HAS TO BE A PRIMARY FACTOR. THE TWR'S FAILURE TO ADVISE ME OF KNOWN TFC. THE FAILURE OF GND RADAR TO ADJUST THE JET ROUTING AND ALT IN A MORE TIMELY FASHION I WOULD ALSO CONSIDER A PRIMARY CAUSE. THE PROFILE OF THE TRANSITION COULD BE MODIFIED TO GO DIRECTLY OVER THE FIELD SO AS TO AVOID THE DEP AND ARR AREAS.

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.