Narrative:

Established radio contact with orlando approach control. Advised to descend to 3000' and advised 'radar contact' on squawk BBB. From this point in time and location to the point of 'near miss' absolutely no other traffic advisories were issued to this pilot. Orlando approach advised/issued a heading of 240 degree in order to widen out my approach into the orlando area. This was approximately 2 mi east of sanford airport. Aircraft confign was level flight 3000', established on 240 degree heading. There were no other traffic advisories issued to another aircraft in the same proximity. Current flight conditions established for approximately 3-4 min. Incident: this pilot observed the flash of rotating beacon at an 11 O'clock position and having the same altitude. This pilot heard the high pitch resonance of the other aircraft's engines at the exact same moment that the read beacon light was observed. Having approximately 1-2 second reaction time, this pilot went into an immediate vertical evasive maneuver--abrupt and partially uncontrolled. The compressed envelope of air surrounding the other aircraft and/or wake turbulence, in addition to, the high pitch sound of it's engines--was unmistakenly real and physically rattled this pilot's aircraft. At approximately 3200' this pilot regained control and at the sam moment overheard another aircraft (small transport Y) query orlando approach 'is there any other traffic in my area' which the response was by approach negative. This pilot immediately responded with 'affirmative.' I asked the other pilot to switch over to frequency 12345 in order to confirm the mid-air conflict. Without a doubt we both had been on a collision course for approximately 3-4 min without any communications from approach control. A brief air-to-air conference confirmed that we were both assigned 3000' by ATC. The other aircraft was a twin engine small transport Y owned by an FBO and plted by a flight instructor and student. At this time there is no evidence that the other pilots took any evasive action (which may have been the best maneuver) and it is reported that they had no visual contact with my aircraft until I was passing overhead. The other pilot reported seeing a white flash directly above him and actual saw his rotating beacon flash on the underside of my fuselage. Note: his squawk was CCCC. A contributing factor may have been the city lights in the distant preventing each pilot from seeing each other, also being at the same altitude with a closure rate of approximately 340 mph. Human performance was inhibited due to the approximately 50 degree angle of closure. Impact was imminent and the action taken could have been only one pilot acting vertical up or the other vertical down. Upon landing I contacted via landline both the approach control supervisor and FBO flight operations supervisor. ATC has accepted full liability with a report of (preliminary) O' horizontal and 25' vertical separation. Mco supervisor admitted to this pilot that upon reviewing the file tapes that there had been a problem on his end concerning 'the lack of separation required for both aircraft.'

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Original NASA ASRS Text

Title: CPR SMA AND SMT AT 3000' CAME IN VERY CLOSE PROXIMITY WHILE UNDER THE IFR CTL OF MCO APCH CT.

Narrative: ESTABLISHED RADIO CONTACT WITH ORLANDO APCH CTL. ADVISED TO DSND TO 3000' AND ADVISED 'RADAR CONTACT' ON SQUAWK BBB. FROM THIS POINT IN TIME AND LOCATION TO THE POINT OF 'NEAR MISS' ABSOLUTELY NO OTHER TFC ADVISORIES WERE ISSUED TO THIS PLT. ORLANDO APCH ADVISED/ISSUED A HEADING OF 240 DEG IN ORDER TO WIDEN OUT MY APCH INTO THE ORLANDO AREA. THIS WAS APPROX 2 MI E OF SANFORD ARPT. ACFT CONFIGN WAS LEVEL FLT 3000', ESTABLISHED ON 240 DEG HEADING. THERE WERE NO OTHER TFC ADVISORIES ISSUED TO ANOTHER ACFT IN THE SAME PROX. CURRENT FLT CONDITIONS ESTABLISHED FOR APPROX 3-4 MIN. INCIDENT: THIS PLT OBSERVED THE FLASH OF ROTATING BEACON AT AN 11 O'CLOCK POSITION AND HAVING THE SAME ALT. THIS PLT HEARD THE HIGH PITCH RESONANCE OF THE OTHER ACFT'S ENGINES AT THE EXACT SAME MOMENT THAT THE READ BEACON LIGHT WAS OBSERVED. HAVING APPROX 1-2 SECOND REACTION TIME, THIS PLT WENT INTO AN IMMEDIATE VERTICAL EVASIVE MANEUVER--ABRUPT AND PARTIALLY UNCONTROLLED. THE COMPRESSED ENVELOPE OF AIR SURROUNDING THE OTHER ACFT AND/OR WAKE TURBULENCE, IN ADDITION TO, THE HIGH PITCH SOUND OF IT'S ENGINES--WAS UNMISTAKENLY REAL AND PHYSICALLY RATTLED THIS PLT'S ACFT. AT APPROX 3200' THIS PLT REGAINED CONTROL AND AT THE SAM MOMENT OVERHEARD ANOTHER ACFT (SMT Y) QUERY ORLANDO APCH 'IS THERE ANY OTHER TFC IN MY AREA' WHICH THE RESPONSE WAS BY APCH NEGATIVE. THIS PLT IMMEDIATELY RESPONDED WITH 'AFFIRMATIVE.' I ASKED THE OTHER PLT TO SWITCH OVER TO FREQ 12345 IN ORDER TO CONFIRM THE MID-AIR CONFLICT. WITHOUT A DOUBT WE BOTH HAD BEEN ON A COLLISION COURSE FOR APPROX 3-4 MIN WITHOUT ANY COMMUNICATIONS FROM APCH CONTROL. A BRIEF AIR-TO-AIR CONFERENCE CONFIRMED THAT WE WERE BOTH ASSIGNED 3000' BY ATC. THE OTHER ACFT WAS A TWIN ENGINE SMT Y OWNED BY AN FBO AND PLTED BY A FLT INSTRUCTOR AND STUDENT. AT THIS TIME THERE IS NO EVIDENCE THAT THE OTHER PLTS TOOK ANY EVASIVE ACTION (WHICH MAY HAVE BEEN THE BEST MANEUVER) AND IT IS RPTED THAT THEY HAD NO VISUAL CONTACT WITH MY ACFT UNTIL I WAS PASSING OVERHEAD. THE OTHER PLT REPORTED SEEING A WHITE FLASH DIRECTLY ABOVE HIM AND ACTUAL SAW HIS ROTATING BEACON FLASH ON THE UNDERSIDE OF MY FUSELAGE. NOTE: HIS SQUAWK WAS CCCC. A CONTRIBUTING FACTOR MAY HAVE BEEN THE CITY LIGHTS IN THE DISTANT PREVENTING EACH PLT FROM SEEING EACH OTHER, ALSO BEING AT THE SAME ALT WITH A CLOSURE RATE OF APPROX 340 MPH. HUMAN PERFORMANCE WAS INHIBITED DUE TO THE APPROX 50 DEG ANGLE OF CLOSURE. IMPACT WAS IMMINENT AND THE ACTION TAKEN COULD HAVE BEEN ONLY ONE PLT ACTING VERTICAL UP OR THE OTHER VERTICAL DOWN. UPON LNDG I CONTACTED VIA LANDLINE BOTH THE APCH CTL SUPVR AND FBO FLT OPERATIONS SUPVR. ATC HAS ACCEPTED FULL LIABILITY WITH A RPT OF (PRELIMINARY) O' HORIZONTAL AND 25' VERTICAL SEPARATION. MCO SUPVR ADMITTED TO THIS PLT THAT UPON REVIEWING THE FILE TAPES THAT THERE HAD BEEN A PROBLEM ON HIS END CONCERNING 'THE LACK OF SEPARATION REQUIRED FOR BOTH ACFT.'

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.