Narrative:

Was being vectored to visual approach to runway 36R at clt. 210 KTS downwind vector, descending from 8000 to 3000. Next vectored to 270 degree and told to look for widebody transport and slow to 190 KTS. Next told to slow to 170 KTS. We called field in sight looking for widebody transport, immediately followed by widebody transport in sight. At this point, approach said slow to 150 and cleared to follow widebody transport to 36R. We were still on the 270 degree heading and slowing as fast as we could. We were too close to the heavy widebody transport to turn to 360 degree. The only option was to level at 3500 ft and cross the localizer to get the required separation with the widebody transport. Since our attention was on the widebody transport and we were in a right turn back to localizer we could not see another aircraft on approach to 36L. There was no mention of this other aircraft until a conflict had occurred. I called tower after landing and was told they do not mention traffic to the parallel runway since they say on ATIS 'simultaneous approachs to 36R and 36L.' all other fields (36) that I fly to, approach control always gives a traffic call for aircraft landing on a parallel runway. 3 things could have avoided this incident. A call to slow to 170 on the downwind vector. An earlier heads up that our interval was a heavy and a TA referencing the parallel runway traffic. Callback conversation with reporter revealed the following information. Reporter was not TCASII equipped. He did not notice the third aircraft that was on final runway 36L while he was wbound trying to increase spacing on the widebody transport. He made a loose turn trying to increase spacing. He thinks this would not have happened if the controller had pointed out the mdt on final for the left runway. Reporter seldom flies to control. Mdt was intercepting 36L final.

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Original NASA ASRS Text

Title: SMT OVERSHOT FINAL APCH COURSE FOR THE R RWY AND HAD NMAC WITH AN MDT ON FINAL APCH TO THE L HAND PARALLEL RWY.

Narrative: WAS BEING VECTORED TO VISUAL APCH TO RWY 36R AT CLT. 210 KTS DOWNWIND VECTOR, DSNDING FROM 8000 TO 3000. NEXT VECTORED TO 270 DEG AND TOLD TO LOOK FOR WDB AND SLOW TO 190 KTS. NEXT TOLD TO SLOW TO 170 KTS. WE CALLED FIELD IN SIGHT LOOKING FOR WDB, IMMEDIATELY FOLLOWED BY WDB IN SIGHT. AT THIS POINT, APCH SAID SLOW TO 150 AND CLRED TO FOLLOW WDB TO 36R. WE WERE STILL ON THE 270 DEG HDG AND SLOWING AS FAST AS WE COULD. WE WERE TOO CLOSE TO THE HVY WDB TO TURN TO 360 DEG. THE ONLY OPTION WAS TO LEVEL AT 3500 FT AND CROSS THE LOC TO GET THE REQUIRED SEPARATION WITH THE WDB. SINCE OUR ATTN WAS ON THE WDB AND WE WERE IN A R TURN BACK TO LOC WE COULD NOT SEE ANOTHER ACFT ON APCH TO 36L. THERE WAS NO MENTION OF THIS OTHER ACFT UNTIL A CONFLICT HAD OCCURRED. I CALLED TWR AFTER LNDG AND WAS TOLD THEY DO NOT MENTION TFC TO THE PARALLEL RWY SINCE THEY SAY ON ATIS 'SIMULTANEOUS APCHS TO 36R AND 36L.' ALL OTHER FIELDS (36) THAT I FLY TO, APCH CTL ALWAYS GIVES A TFC CALL FOR ACFT LNDG ON A PARALLEL RWY. 3 THINGS COULD HAVE AVOIDED THIS INCIDENT. A CALL TO SLOW TO 170 ON THE DOWNWIND VECTOR. AN EARLIER HEADS UP THAT OUR INTERVAL WAS A HVY AND A TA REFERENCING THE PARALLEL RWY TFC. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO. RPTR WAS NOT TCASII EQUIPPED. HE DID NOT NOTICE THE THIRD ACFT THAT WAS ON FINAL RWY 36L WHILE HE WAS WBOUND TRYING TO INCREASE SPACING ON THE WDB. HE MADE A LOOSE TURN TRYING TO INCREASE SPACING. HE THINKS THIS WOULD NOT HAVE HAPPENED IF THE CTLR HAD POINTED OUT THE MDT ON FINAL FOR THE L RWY. RPTR SELDOM FLIES TO CTL. MDT WAS INTERCEPTING 36L FINAL.

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.