Narrative:

An mlt was inbound to naval air station dallas, tx, on the final leg of a 4-LEG mission. Mlt was cleared for this approach, 'circle to land runway 17.' by regional approach. Copilot requested that mlt be given a gca pickup at the hi TACAN runway 35 FAF and vectors for the cga to runway 17. Regional replied that they would try but were unsure if that would be possible. Mlt rogered that and stated that they would prefer the gca but would accept the visual if necessary. Regional then switched mlt to nbe approach. Mlt requested a gca pickup from nbe approach and was told to break off the hi TACAN runway 35 approach at 7 DME (when reaching 7 DME) and turn right to 020, descend to 2000 ft for a gca. Mlt executed this clearance at 7 DME. Immediately thereafter nbe approach informed mlt that 'regional advises gca not available,' airfield is at 11 O'clock and 3 mi, cleared visual approach runway 17. Mlt replied that they were IMC and could not execute a visual approach. After a brief delay nbe approach instructed mlt to contact regional again and fly heading 350 degrees. Mlt complied with the heading change but before contact could be made mlt received a call on guard (243.0) to contact gca on 315.6. Contact was reestablished with nbe gca on 315.6 and mlt was told 'turn left immediately traffic 10 O'clock and 2 mi.' mlt complied immediately using 45 degree angle of bank. An alarm was heard over one of the radios in the cockpit, origin unknown. An uneventful gca was then flown to a full stop at nbe. During the 45 degree angle of bank turn the crew chief, sitting in the cockpit jumpseat, reported seeing an aircraft pass under mlt about 500 ft below. This was obviously a controller communications problem. Mlt was on altitude and on heading at all times, under positive IFR control. All instructions issued by controllers were complied with.

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Original NASA ASRS Text

Title: MLT ON APCH IN IMC HAS NMAC.

Narrative: AN MLT WAS INBOUND TO NAVAL AIR STATION DALLAS, TX, ON THE FINAL LEG OF A 4-LEG MISSION. MLT WAS CLRED FOR THIS APCH, 'CIRCLE TO LAND RWY 17.' BY REGIONAL APCH. COPLT REQUESTED THAT MLT BE GIVEN A GCA PICKUP AT THE HI TACAN RWY 35 FAF AND VECTORS FOR THE CGA TO RWY 17. REGIONAL REPLIED THAT THEY WOULD TRY BUT WERE UNSURE IF THAT WOULD BE POSSIBLE. MLT ROGERED THAT AND STATED THAT THEY WOULD PREFER THE GCA BUT WOULD ACCEPT THE VISUAL IF NECESSARY. REGIONAL THEN SWITCHED MLT TO NBE APCH. MLT REQUESTED A GCA PICKUP FROM NBE APCH AND WAS TOLD TO BREAK OFF THE HI TACAN RWY 35 APCH AT 7 DME (WHEN REACHING 7 DME) AND TURN R TO 020, DSND TO 2000 FT FOR A GCA. MLT EXECUTED THIS CLRNC AT 7 DME. IMMEDIATELY THEREAFTER NBE APCH INFORMED MLT THAT 'REGIONAL ADVISES GCA NOT AVAILABLE,' AIRFIELD IS AT 11 O'CLOCK AND 3 MI, CLRED VISUAL APCH RWY 17. MLT REPLIED THAT THEY WERE IMC AND COULD NOT EXECUTE A VISUAL APCH. AFTER A BRIEF DELAY NBE APCH INSTRUCTED MLT TO CONTACT REGIONAL AGAIN AND FLY HDG 350 DEGS. MLT COMPLIED WITH THE HDG CHANGE BUT BEFORE CONTACT COULD BE MADE MLT RECEIVED A CALL ON GUARD (243.0) TO CONTACT GCA ON 315.6. CONTACT WAS REESTABLISHED WITH NBE GCA ON 315.6 AND MLT WAS TOLD 'TURN L IMMEDIATELY TFC 10 O'CLOCK AND 2 MI.' MLT COMPLIED IMMEDIATELY USING 45 DEG ANGLE OF BANK. AN ALARM WAS HEARD OVER ONE OF THE RADIOS IN THE COCKPIT, ORIGIN UNKNOWN. AN UNEVENTFUL GCA WAS THEN FLOWN TO A FULL STOP AT NBE. DURING THE 45 DEG ANGLE OF BANK TURN THE CREW CHIEF, SITTING IN THE COCKPIT JUMPSEAT, RPTED SEEING AN ACFT PASS UNDER MLT ABOUT 500 FT BELOW. THIS WAS OBVIOUSLY A CTLR COMS PROBLEM. MLT WAS ON ALT AND ON HDG AT ALL TIMES, UNDER POSITIVE IFR CTL. ALL INSTRUCTIONS ISSUED BY CTLRS WERE COMPLIED WITH.

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.