Air carrier X had near midair collision with air carrier Y after go around issued. Multiple runway o...

Attributes
ACN	176626
Time
Date	199104
Day	Fri
Local Time Of Day	1201 To 1800
Place
Locale Reference	atc facility : ord
State Reference	IL
Altitude	agl bound lower : 100 agl bound upper : 300
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : ord
Operator	common carrier : air carrier
Make Model Name	Medium Transport, High Wing, 2 Turboprop Eng
Navigation In Use	Other Other
Flight Phase	descent : approach landing : go around
Route In Use	approach : visual
Flight Plan	IFR
Aircraft 2
Operator	common carrier : air carrier
Make Model Name	Widebody, Low Wing, 3 Turbojet Eng
Navigation In Use	Other
Flight Phase	climbout : takeoff
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 100 flight time total : 4800 flight time type : 2200
ASRS Report	176625
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : commercial pilot : instrument
Events
Anomaly	aircraft equipment problem : less severe conflict : nmac
Independent Detector	other controllera
Resolutory Action	controller : issued new clearance other
Consequence	Other
Miss Distance	horizontal : 0 vertical : 200
Supplementary
Primary Problem	ATC Human Performance
Air Traffic Incident	Intra Facility Coordination Failure

Narrative:

Air carrier X was cleared for a visibility approach to runway 9R at ord and were using the ILS frequency 111.10 for localizer and G/south information. I switched to frequency 120.75 at the deana LOM as directed by approach control. Tower asked me I if I could sidestep to runway 9L. I indicated that we could and he (tower) cleared me for a visibility approach to 9L and told me to switch to tower 126.9. I directed my first officer to sidestep to 9L and he complied. I immediately tuned in 126.9, but the frequency was congested. I tuned in my first officer's and my navigation radios to 110.5, holding ord DME for localizer, G/south and range information. I then called ord tower on 126.9 at the first available opportunity and reported that we were with them on a visibility approach to 9L. Tower cleared us to land. While on final to 9L, I noticed that both of our G/south indications were oscillating from full scale up to full scale down and told my first officer to disregard what were obviously unreliable G/south indications. We continued visually to the runway on what appeared to me to be very close to a 3 degree glide path to the T/D zone. I tried to relay my concerns to ord tower, but was unable due to frequency congestion. I decided to wait until we were clear of runway 9L before trying to inform tower of our problems receiving the runway 9L G/south and returned my attention to the business at hand. At approximately 400' AGL tower called us and told us to go around. I saw no reason to do so until I looked to my 2:30 position and saw air carrier Y widebody transport rolling at a high rate of speed down runway 32L directly at us. We initiated the go around as instructed and continued to a landing on runway 9R with no further incident. I don't understand why air carrier Y was cleared for takeoff. While we were cleared to land on an intersecting flight path. When 2 different controllers are directing traffic at the same airport, they should not be allowed to sidestep traffic to another runway controled by a different controller.

Original NASA ASRS Text

Title: ACR X HAD NMAC WITH ACR Y AFTER GO AROUND ISSUED. MULTIPLE RWY OPERATION INTERSECTING RWYS. VISUAL SEPARATION USED.

Narrative: ACR X WAS CLRED FOR A VIS APCH TO RWY 9R AT ORD AND WERE USING THE ILS FREQ 111.10 FOR LOC AND G/S INFO. I SWITCHED TO FREQ 120.75 AT THE DEANA LOM AS DIRECTED BY APCH CTL. TWR ASKED ME I IF I COULD SIDESTEP TO RWY 9L. I INDICATED THAT WE COULD AND HE (TWR) CLRED ME FOR A VIS APCH TO 9L AND TOLD ME TO SWITCH TO TWR 126.9. I DIRECTED MY F/O TO SIDESTEP TO 9L AND HE COMPLIED. I IMMEDIATELY TUNED IN 126.9, BUT THE FREQ WAS CONGESTED. I TUNED IN MY F/O'S AND MY NAV RADIOS TO 110.5, HOLDING ORD DME FOR LOC, G/S AND RANGE INFO. I THEN CALLED ORD TWR ON 126.9 AT THE FIRST AVAILABLE OPPORTUNITY AND RPTED THAT WE WERE WITH THEM ON A VIS APCH TO 9L. TWR CLRED US TO LAND. WHILE ON FINAL TO 9L, I NOTICED THAT BOTH OF OUR G/S INDICATIONS WERE OSCILLATING FROM FULL SCALE UP TO FULL SCALE DOWN AND TOLD MY F/O TO DISREGARD WHAT WERE OBVIOUSLY UNRELIABLE G/S INDICATIONS. WE CONTINUED VISUALLY TO THE RWY ON WHAT APPEARED TO ME TO BE VERY CLOSE TO A 3 DEG GLIDE PATH TO THE T/D ZONE. I TRIED TO RELAY MY CONCERNS TO ORD TWR, BUT WAS UNABLE DUE TO FREQ CONGESTION. I DECIDED TO WAIT UNTIL WE WERE CLR OF RWY 9L BEFORE TRYING TO INFORM TWR OF OUR PROBS RECEIVING THE RWY 9L G/S AND RETURNED MY ATTN TO THE BUSINESS AT HAND. AT APPROX 400' AGL TWR CALLED US AND TOLD US TO GO AROUND. I SAW NO REASON TO DO SO UNTIL I LOOKED TO MY 2:30 POS AND SAW ACR Y WDB ROLLING AT A HIGH RATE OF SPD DOWN RWY 32L DIRECTLY AT US. WE INITIATED THE GAR AS INSTRUCTED AND CONTINUED TO A LNDG ON RWY 9R WITH NO FURTHER INCIDENT. I DON'T UNDERSTAND WHY ACR Y WAS CLRED FOR TKOF. WHILE WE WERE CLRED TO LAND ON AN INTERSECTING FLT PATH. WHEN 2 DIFFERENT CTLRS ARE DIRECTING TFC AT THE SAME ARPT, THEY SHOULD NOT BE ALLOWED TO SIDESTEP TFC TO ANOTHER RWY CTLED BY A DIFFERENT CTLR.

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.

Air carrier X had near midair collision with air carrier Y after go around issued. Multiple runway operation intersecting runways. Visual separation used.