Close proximity commuter-light transport GA-small aircraft north of pfn near MOA.

Attributes
ACN	101388
Time
Date	198810
Day	Wed
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : pfn
State Reference	FL
Altitude	agl bound lower : 2800 agl bound upper : 3000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : pfn tower : mdw
Operator	common carrier : air carrier
Make Model Name	Light Transport, Low Wing, 2 Turboprop Eng
Flight Phase	climbout : intermediate altitude
Route In Use	enroute : direct
Flight Plan	IFR
Aircraft 2
Make Model Name	Small Aircraft, High Wing, 1 Eng, Fixed Gear
Flight Phase	cruise other
Flight Plan	VFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp pilot : cfi
Experience	flight time last 90 days : 135 flight time total : 6400 flight time type : 1800
ASRS Report	101388
Person 2
Affiliation	government : faa
Function	controller : departure
Qualification	controller : radar
Events
Anomaly	conflict : nmac
Independent Detector	other flight crewa
Resolutory Action	flight crew : took evasive action
Consequence	Other
Miss Distance	horizontal : 200 vertical : 200
Supplementary
Primary Problem	Flight Crew Human Performance

Narrative:

Second of 2 near misses--see attached. After first near miss, changed from tower frequency to approach was accomplished. On initial callback approach advised 'traffic 11 O'clock, less than 1 mi, altitude unknown.' we saw no traffic. Approach advised 'traffic no longer a factor--additional traffic 12 O'clock, less than 1 mi, altitude unknown.' looking intently for traffic was noticed an small aircraft entering a steep banked right descending turn--obviously an evasive maneuver. Our aircraft are equipped (and were in use) 2 wing mounted landing lights--I believe these made our aircraft visible to the small aircraft. In either incident I do not believe pilots or controllers were at fault--but rather faults in the system. See and avoid has limitations. ASRS/FAA should continue and pursue the following: 1) all aircraft should be required mode C. 2) emphasize lights on enhances safety. 3) request all near misses be reported so an accurate picture of this hazard is seen. 4) all scheduled passenger operations need TCAS. 5) all VFR traffic should request advisories from approach/center facs when available (it's cheap insurance).

Original NASA ASRS Text

Title: CLOSE PROX COMMUTER-LTT GA-SMA NORTH OF PFN NEAR MOA.

Narrative: SECOND OF 2 NEAR MISSES--SEE ATTACHED. AFTER FIRST NEAR MISS, CHANGED FROM TWR FREQ TO APCH WAS ACCOMPLISHED. ON INITIAL CALLBACK APCH ADVISED 'TFC 11 O'CLOCK, LESS THAN 1 MI, ALT UNKNOWN.' WE SAW NO TFC. APCH ADVISED 'TFC NO LONGER A FACTOR--ADDITIONAL TFC 12 O'CLOCK, LESS THAN 1 MI, ALT UNKNOWN.' LOOKING INTENTLY FOR TFC WAS NOTICED AN SMA ENTERING A STEEP BANKED RIGHT DSNDING TURN--OBVIOUSLY AN EVASIVE MANEUVER. OUR ACFT ARE EQUIPPED (AND WERE IN USE) 2 WING MOUNTED LNDG LIGHTS--I BELIEVE THESE MADE OUR ACFT VISIBLE TO THE SMA. IN EITHER INCIDENT I DO NOT BELIEVE PLTS OR CTLRS WERE AT FAULT--BUT RATHER FAULTS IN THE SYS. SEE AND AVOID HAS LIMITATIONS. ASRS/FAA SHOULD CONTINUE AND PURSUE THE FOLLOWING: 1) ALL ACFT SHOULD BE REQUIRED MODE C. 2) EMPHASIZE LIGHTS ON ENHANCES SAFETY. 3) REQUEST ALL NEAR MISSES BE RPTED SO AN ACCURATE PICTURE OF THIS HAZARD IS SEEN. 4) ALL SCHEDULED PAX OPS NEED TCAS. 5) ALL VFR TFC SHOULD REQUEST ADVISORIES FROM APCH/CENTER FACS WHEN AVAILABLE (IT'S CHEAP INSURANCE).

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.