Narrative:

Morning of jun/mon/91 one of my instrument students decided to do some practice instrument approachs at oshkosh. The aircraft we used was an small aircraft, the student's personal aircraft. Due to the 1500 ft scattered to broken layer of clouds and the visibility limited to 5 mi in haze, we were forced to practice these approachs in actual instrument conditions and under an IFR flight plan. Our flight began on schedule under chicago center's control. I informed them of our request of multiple VOR approachs at oshkosh to begin with. Due to traffic congestion we were asked to hold at the oshkosh VOR. I informed chicago center of our flexibility in shooting any VOR approach to oshkosh. While holding I heard the other traffic, an small transport Y, call inbound on the ILS 36 approach. Shortly, we were cleared for the full VOR 27 approach. Small transport Y proceeded with a departure to the north for the localizer back course/DME 18. Our next request was the VOR 09 vectored by chicago center. Small transport Y had conflicting traffic, so he cancelled his IFR flight plan and remained with center for VFR advisories. We continued with our approach and completed it with a low approach. Next, we requested the NDB 09 fon du lac to a full stop landing. This approach we desired was to be vectored by ATC. Our vector began with a heading of 190. Small transport Y has since proceeded to the south of oshkosh somewhere near the locator OM. We had a heading change to the right to a new heading of 230. Traffic was called out at 8 O'clock and 7 mi wbound at 2700 ft. We were in and out of the tops of a scattered to broken layer of clouds at 3000 ft. I responded, 'negative contact'. Traffic was small transport Y. I responded, 'negative contact'. The small transport Y was also informed of our position, along with a 'negative contact'. We progressively neared each other. I (and the rear passenger) sighted the aircraft. I informed center of our traffic in sight. ATC continued to call our position to the VFR small transport Y. I kept a close eye on the traffic knowing we were on what could have been a collision course. The rear passenger also watched closely. The small transport Y vanished into the clouds. ATC called to us, 'traffic 11 O'clock and 1 mi'. I advised my student to remove his foggles and help look for the other aircraft. ATC asked the small transport Y if he would be making a left or a right turn. The small transport Y replied, 'I guess a left would be better'. Center agreed. Shortly thereafter our traffic flew out of the clouds, followed by approximately a 30 degree bank to the left. The small transport Y appeared to be about 1/2 mi at our 11:30 to 12 O'clock position slightly lower. The traffic flew back into the clouds. I asked center to confirm the small transport Y traffic was VFR and not IFR. He acknowledged VFR. He also said he had a turn to the final approach course when I thought I was clear of the traffic. I accepted the turn inbound 150, to join the final, and was cleared for the approach. While inbound, I repeatedly questioned the small transport Y's position seeing we were in total IMC from the turn inbound.

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Original NASA ASRS Text

Title: CFI GIVING TRAINING SAID THAT FAA FLT CHK ACFT WAS VFR IN IMC AND IN CLOSE PROX.

Narrative: MORNING OF JUN/MON/91 ONE OF MY INSTRUMENT STUDENTS DECIDED TO DO SOME PRACTICE INSTRUMENT APCHS AT OSHKOSH. THE ACFT WE USED WAS AN SMA, THE STUDENT'S PERSONAL ACFT. DUE TO THE 1500 FT SCATTERED TO BROKEN LAYER OF CLOUDS AND THE VISIBILITY LIMITED TO 5 MI IN HAZE, WE WERE FORCED TO PRACTICE THESE APCHS IN ACTUAL INSTRUMENT CONDITIONS AND UNDER AN IFR FLT PLAN. OUR FLT BEGAN ON SCHEDULE UNDER CHICAGO CENTER'S CTL. I INFORMED THEM OF OUR REQUEST OF MULTIPLE VOR APCHS AT OSHKOSH TO BEGIN WITH. DUE TO TFC CONGESTION WE WERE ASKED TO HOLD AT THE OSHKOSH VOR. I INFORMED CHICAGO CENTER OF OUR FLEXIBILITY IN SHOOTING ANY VOR APCH TO OSHKOSH. WHILE HOLDING I HEARD THE OTHER TFC, AN SMT Y, CALL INBOUND ON THE ILS 36 APCH. SHORTLY, WE WERE CLRED FOR THE FULL VOR 27 APCH. SMT Y PROCEEDED WITH A DEP TO THE N FOR THE LOC BC/DME 18. OUR NEXT REQUEST WAS THE VOR 09 VECTORED BY CHICAGO CENTER. SMT Y HAD CONFLICTING TFC, SO HE CANCELLED HIS IFR FLT PLAN AND REMAINED WITH CENTER FOR VFR ADVISORIES. WE CONTINUED WITH OUR APCH AND COMPLETED IT WITH A LOW APCH. NEXT, WE REQUESTED THE NDB 09 FON DU LAC TO A FULL STOP LNDG. THIS APCH WE DESIRED WAS TO BE VECTORED BY ATC. OUR VECTOR BEGAN WITH A HDG OF 190. SMT Y HAS SINCE PROCEEDED TO THE S OF OSHKOSH SOMEWHERE NEAR THE LOCATOR OM. WE HAD A HDG CHANGE TO THE R TO A NEW HDG OF 230. TFC WAS CALLED OUT AT 8 O'CLOCK AND 7 MI WBOUND AT 2700 FT. WE WERE IN AND OUT OF THE TOPS OF A SCATTERED TO BROKEN LAYER OF CLOUDS AT 3000 FT. I RESPONDED, 'NEGATIVE CONTACT'. TFC WAS SMT Y. I RESPONDED, 'NEGATIVE CONTACT'. THE SMT Y WAS ALSO INFORMED OF OUR POS, ALONG WITH A 'NEGATIVE CONTACT'. WE PROGRESSIVELY NEARED EACH OTHER. I (AND THE REAR PAX) SIGHTED THE ACFT. I INFORMED CENTER OF OUR TFC IN SIGHT. ATC CONTINUED TO CALL OUR POS TO THE VFR SMT Y. I KEPT A CLOSE EYE ON THE TFC KNOWING WE WERE ON WHAT COULD HAVE BEEN A COLLISION COURSE. THE REAR PAX ALSO WATCHED CLOSELY. THE SMT Y VANISHED INTO THE CLOUDS. ATC CALLED TO US, 'TFC 11 O'CLOCK AND 1 MI'. I ADVISED MY STUDENT TO REMOVE HIS FOGGLES AND HELP LOOK FOR THE OTHER ACFT. ATC ASKED THE SMT Y IF HE WOULD BE MAKING A L OR A R TURN. THE SMT Y REPLIED, 'I GUESS A L WOULD BE BETTER'. CENTER AGREED. SHORTLY THEREAFTER OUR TFC FLEW OUT OF THE CLOUDS, FOLLOWED BY APPROX A 30 DEG BANK TO THE L. THE SMT Y APPEARED TO BE ABOUT 1/2 MI AT OUR 11:30 TO 12 O'CLOCK POS SLIGHTLY LOWER. THE TFC FLEW BACK INTO THE CLOUDS. I ASKED CENTER TO CONFIRM THE SMT Y TFC WAS VFR AND NOT IFR. HE ACKNOWLEDGED VFR. HE ALSO SAID HE HAD A TURN TO THE FINAL APCH COURSE WHEN I THOUGHT I WAS CLEAR OF THE TFC. I ACCEPTED THE TURN INBOUND 150, TO JOIN THE FINAL, AND WAS CLRED FOR THE APCH. WHILE INBOUND, I REPEATEDLY QUESTIONED THE SMT Y'S POS SEEING WE WERE IN TOTAL IMC FROM THE TURN INBOUND.

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.