Narrative:

This was a flight to oxr from the north. Initial cruise altitude was in the low 20's. WX-severe-clear VMC. Could see oxr and cma airports from 20+ mi away. Were cleared direct cma VOR, expecting the visibility. La center left us high and pretty close in for the hand off. We were given a descent to 8000' and handed off to mugu approach. We're now out of 10 for 8, 8 mi north of cma VOR. Mugu gave us a further descent to 6000'. Once below 8000', turned us to a heading of 180 degree. This was to take us across the 25 localizer. We called the field in sight, but couldn't have the visibility because an small aircraft Y was on the oxr ILS. We were vectored across final at 6000'. When southeast of oxr airport, we were given a heading of 250 degree. When southwest of the field, we were told to turn north and descend to 4000'. Then, when 2 mi northwest of the field, were told to turn to 080 degree. When abeam the T/D point, we were given a descent to 3000'. Here we were also told that the controller (student) was trying to put us between the small aircraft Y and an small aircraft Z further out. Since controllers must observe minimum separates, that statement made me think small aircraft Z was further out than he was. We're now given a turn to a 2.5-3 mi base on leg: the turn from downwind to base. We were asked to look for the small aircraft Y. We found him and reported him in sight. We were then cleared for the visibility approach. Now were 7-9 degrees nose down, in 30 degrees of right bank, at 135-ish KTS. The controller then said this wasn't going to work and to turn 080 degrees. We had reached 200-210 degrees by this time. As the first officer was rolling out of the right bank to begin the left turn, I looked out the left window and saw the small aircraft Z at 8-9 O'clock at 100 yards and closing. I took the controls, firewalled the power levers, and pulled up 5-10 degrees. This made the small aircraft Z pass below and behind. The controller did not use any terms like 'target alert' or 'emergency vectors' or anything of that nature. The small aircraft Z probably got as close as 50 yards. We are always getting the 'slam dunk' into oxr. Also, in this case. The multiple vectors shot the workload up with no real benefit. Plus we were left high and close - another workload increasing factor in the cockpit. I would like to know how the controller thought she had enough room to put us in between aircraft Y and Z. Plus she knew he was an small aircraft Z. How did she know that? He must have been on advisories. Otherwise he would have just been a target. They don't have small aircraft Z only transponders yet. A better plan must be worked on to get us into oxr. A descent over the ocean between ventura and santa barbara would be a possibility, or taking us to a point southeast of camarillo.

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Original NASA ASRS Text

Title: NMAC

Narrative: THIS WAS A FLT TO OXR FROM THE N. INITIAL CRUISE ALT WAS IN THE LOW 20'S. WX-SEVERE-CLR VMC. COULD SEE OXR AND CMA ARPTS FROM 20+ MI AWAY. WERE CLRED DIRECT CMA VOR, EXPECTING THE VIS. LA CENTER LEFT US HIGH AND PRETTY CLOSE IN FOR THE HAND OFF. WE WERE GIVEN A DSCNT TO 8000' AND HANDED OFF TO MUGU APCH. WE'RE NOW OUT OF 10 FOR 8, 8 MI N OF CMA VOR. MUGU GAVE US A FURTHER DSCNT TO 6000'. ONCE BELOW 8000', TURNED US TO A HDG OF 180 DEG. THIS WAS TO TAKE US ACROSS THE 25 LOC. WE CALLED THE FIELD IN SIGHT, BUT COULDN'T HAVE THE VIS BECAUSE AN SMA Y WAS ON THE OXR ILS. WE WERE VECTORED ACROSS FINAL AT 6000'. WHEN SE OF OXR ARPT, WE WERE GIVEN A HDG OF 250 DEG. WHEN SW OF THE FIELD, WE WERE TOLD TO TURN N AND DSND TO 4000'. THEN, WHEN 2 MI NW OF THE FIELD, WERE TOLD TO TURN TO 080 DEG. WHEN ABEAM THE T/D POINT, WE WERE GIVEN A DSCNT TO 3000'. HERE WE WERE ALSO TOLD THAT THE CTLR (STUDENT) WAS TRYING TO PUT US BETWEEN THE SMA Y AND AN SMA Z FURTHER OUT. SINCE CTLRS MUST OBSERVE MINIMUM SEPARATES, THAT STATEMENT MADE ME THINK SMA Z WAS FURTHER OUT THAN HE WAS. WE'RE NOW GIVEN A TURN TO A 2.5-3 MI BASE ON LEG: THE TURN FROM DOWNWIND TO BASE. WE WERE ASKED TO LOOK FOR THE SMA Y. WE FOUND HIM AND RPTED HIM IN SIGHT. WE WERE THEN CLRED FOR THE VIS APCH. NOW WERE 7-9 DEGS NOSE DOWN, IN 30 DEGS OF R BANK, AT 135-ISH KTS. THE CTLR THEN SAID THIS WASN'T GOING TO WORK AND TO TURN 080 DEGS. WE HAD REACHED 200-210 DEGS BY THIS TIME. AS THE F/O WAS ROLLING OUT OF THE R BANK TO BEGIN THE L TURN, I LOOKED OUT THE L WINDOW AND SAW THE SMA Z AT 8-9 O'CLOCK AT 100 YARDS AND CLOSING. I TOOK THE CONTROLS, FIREWALLED THE PWR LEVERS, AND PULLED UP 5-10 DEGS. THIS MADE THE SMA Z PASS BELOW AND BEHIND. THE CTLR DID NOT USE ANY TERMS LIKE 'TARGET ALERT' OR 'EMER VECTORS' OR ANYTHING OF THAT NATURE. THE SMA Z PROBABLY GOT AS CLOSE AS 50 YARDS. WE ARE ALWAYS GETTING THE 'SLAM DUNK' INTO OXR. ALSO, IN THIS CASE. THE MULTIPLE VECTORS SHOT THE WORKLOAD UP WITH NO REAL BENEFIT. PLUS WE WERE LEFT HIGH AND CLOSE - ANOTHER WORKLOAD INCREASING FACTOR IN THE COCKPIT. I WOULD LIKE TO KNOW HOW THE CTLR THOUGHT SHE HAD ENOUGH ROOM TO PUT US IN BTWN ACFT Y AND Z. PLUS SHE KNEW HE WAS AN SMA Z. HOW DID SHE KNOW THAT? HE MUST HAVE BEEN ON ADVISORIES. OTHERWISE HE WOULD HAVE JUST BEEN A TARGET. THEY DON'T HAVE SMA Z ONLY TRANSPONDERS YET. A BETTER PLAN MUST BE WORKED ON TO GET US INTO OXR. A DSCNT OVER THE OCEAN BTWN VENTURA AND SANTA BARBARA WOULD BE A POSSIBILITY, OR TAKING US TO A POINT SE OF CAMARILLO.

Data retrieved from NASA's ASRS site as of July 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.