Narrative:

Vectored for runway 8L. Cleared for visibility approach 'up the pearl harbor channel for 8L.' tower handoff at approximately 6 mi south. Initial contact not acknowledged. Second contact, tower's reply was blocked by a dual transmission. Advised 'blocked.' no reply from tower. Now crossing 4R extended centerline on right base to 8L (gear and flaps 5 degrees, already down). Advised tower, 'your last transmission to XXXX was blocked.' tower advised, 'cleared to land 4R.' 4R was now behind us. We advised, 'unable, we have already passed 4R and would need to maneuver.' no reply from tower. Captain began left turn and we advised we'd be making a left 180 degree turn to get back to 4R. After approximately 100 degrees of turn (8L now behind us), tower advised, 'change your runway, 8L cleared to land.' we acknowledged 8L and advised we'd continue our turn and re-enter base from a 360 degree turn. Tower advised, 'no, turn right, overfly ewa beach (nose sensitive area) for 8L.' we were now 180 degrees from the base leg in a 25 degree bank left turn. As the captain rolled through level to reverse our direction of turn. Tower advised, 'fly 220 degrees climb and maintain 3000'.' we initiated a go around. Gear up, flaps remained at 5 degrees, 170 KTS. Captain advanced the thrust lever to an intermediate setting between cruise and climb (155 EPR). This gave us much reduced roc of only 500 FPM. After other xmissions to other aircraft and us going through 2100' MSL, tower advised 'contact departure 118.3, thanks for your help.' departure immediately advised, 'maintain 2000'.' as he was saying these words we became aware of a widebody transport passing over the top of us (3000', heading 260 degrees). Our round-over was at 2350' from which we began an immediate descent to 2000'. As we nosed over to begin the descent, we saw an additional heavy jet at 10:30, 6 mi, converging, also at 3000'. Thank god the captain did not follow SOP and get the thrust up to go around (197) or even climb (180) EPR. Our resulting 2500+ FPM rate of climb would have put us up to 3000' right under the belly of the overtaking widebody transport prior to our handoff to departure. Both aircraft were converging from each others blind spots. The timing was such that a midair would probably have occurred.

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Original NASA ASRS Text

Title: ATCT LCL CTLR ISSUED A MISSED APCH INSTRUCTION TO AN ACFT WHICH PLACED IT IN CONFLICT WITH ANOTHER ACFT. ACFT PASSED WITH LESS THAN STANDARD SEPARATION.

Narrative: VECTORED FOR RWY 8L. CLRED FOR VIS APCH 'UP THE PEARL HARBOR CHANNEL FOR 8L.' TWR HDOF AT APPROX 6 MI S. INITIAL CONTACT NOT ACKNOWLEDGED. SECOND CONTACT, TWR'S REPLY WAS BLOCKED BY A DUAL XMISSION. ADVISED 'BLOCKED.' NO REPLY FROM TWR. NOW XING 4R EXTENDED CENTERLINE ON RIGHT BASE TO 8L (GEAR AND FLAPS 5 DEGS, ALREADY DOWN). ADVISED TWR, 'YOUR LAST XMISSION TO XXXX WAS BLOCKED.' TWR ADVISED, 'CLRED TO LAND 4R.' 4R WAS NOW BEHIND US. WE ADVISED, 'UNABLE, WE HAVE ALREADY PASSED 4R AND WOULD NEED TO MANEUVER.' NO REPLY FROM TWR. CAPT BEGAN LEFT TURN AND WE ADVISED WE'D BE MAKING A LEFT 180 DEG TURN TO GET BACK TO 4R. AFTER APPROX 100 DEGS OF TURN (8L NOW BEHIND US), TWR ADVISED, 'CHANGE YOUR RWY, 8L CLRED TO LAND.' WE ACKNOWLEDGED 8L AND ADVISED WE'D CONTINUE OUR TURN AND RE-ENTER BASE FROM A 360 DEG TURN. TWR ADVISED, 'NO, TURN RIGHT, OVERFLY EWA BEACH (NOSE SENSITIVE AREA) FOR 8L.' WE WERE NOW 180 DEGS FROM THE BASE LEG IN A 25 DEG BANK LEFT TURN. AS THE CAPT ROLLED THROUGH LEVEL TO REVERSE OUR DIRECTION OF TURN. TWR ADVISED, 'FLY 220 DEGS CLB AND MAINTAIN 3000'.' WE INITIATED A GAR. GEAR UP, FLAPS REMAINED AT 5 DEGS, 170 KTS. CAPT ADVANCED THE THRUST LEVER TO AN INTERMEDIATE SETTING BTWN CRUISE AND CLB (155 EPR). THIS GAVE US MUCH REDUCED ROC OF ONLY 500 FPM. AFTER OTHER XMISSIONS TO OTHER ACFT AND US GOING THROUGH 2100' MSL, TWR ADVISED 'CONTACT DEP 118.3, THANKS FOR YOUR HELP.' DEP IMMEDIATELY ADVISED, 'MAINTAIN 2000'.' AS HE WAS SAYING THESE WORDS WE BECAME AWARE OF A WDB PASSING OVER THE TOP OF US (3000', HDG 260 DEGS). OUR ROUND-OVER WAS AT 2350' FROM WHICH WE BEGAN AN IMMEDIATE DSNT TO 2000'. AS WE NOSED OVER TO BEGIN THE DSNT, WE SAW AN ADDITIONAL HVY JET AT 10:30, 6 MI, CONVERGING, ALSO AT 3000'. THANK GOD THE CAPT DID NOT FOLLOW SOP AND GET THE THRUST UP TO GAR (197) OR EVEN CLB (180) EPR. OUR RESULTING 2500+ FPM RATE OF CLB WOULD HAVE PUT US UP TO 3000' RIGHT UNDER THE BELLY OF THE OVERTAKING WDB PRIOR TO OUR HDOF TO DEP. BOTH ACFT WERE CONVERGING FROM EACH OTHERS BLIND SPOTS. THE TIMING WAS SUCH THAT A MIDAIR WOULD PROBABLY HAVE OCCURRED.

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.