Narrative:

On the date in question, the conflict started when cmh approach turned us over to osu tower. We were established in descent on the ILS runway 9R at osu. When I switched to the tower frequency, I caught the tail end of a transmission that ended 'I have a king air on a 4 mi final.' I then checked on with tower frequency, and he advised me that I had traffic 11 O'clock (I missed the distance) at 2000 ft. We were descending through 2200 ft, solid IMC. I doubt if the tower read the altitude to me correctly. Before I could obtain clarification, the tower controller advised the other target that he suggested an immediate r-hand 360 degree turn. Almost simultaneously, we broke out. We saw the other aircraft in an extremely steep right bank. The conflict was over as soon as we saw the other aircraft. The other aircraft was following I-270 on a traffic survey mission. My thoughts on the occurrence: osu tower is notorious for not updating the WX. The ATIS called a 1600 ft overcast. It was in fact 1100 ft overcast. Osu tower was nonchalant with the situation. The situation could have been dealt with earlier. As I said, as soon as I checked on, the controller knew we were out there. 91.155 says you must be 500 ft below the clouds in class D. At the speeds we fly ILS, that would give us almost a full min to identify a target after breaking out. The survey pilot may have relied on the ATIS too much. According to the ATIS, he was 500 ft below the clouds. Our TCASII didn't alert us, perhaps the other aircraft transponder was inoperative or off.

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Original NASA ASRS Text

Title: FLC OF A SUPER KING AIR BE20 BROKE OUT OF OVCST ON AN ILS APCH TO SEE A TFC WATCH C172 IN A STEEPED BANK R TURN IN RESPONSE TO TWR CTLR'S INSTRUCTIONS TO AVOID THE RPTR ON AN ILS APCH.

Narrative: ON THE DATE IN QUESTION, THE CONFLICT STARTED WHEN CMH APCH TURNED US OVER TO OSU TWR. WE WERE ESTABLISHED IN DSCNT ON THE ILS RWY 9R AT OSU. WHEN I SWITCHED TO THE TWR FREQ, I CAUGHT THE TAIL END OF A XMISSION THAT ENDED 'I HAVE A KING AIR ON A 4 MI FINAL.' I THEN CHKED ON WITH TWR FREQ, AND HE ADVISED ME THAT I HAD TFC 11 O'CLOCK (I MISSED THE DISTANCE) AT 2000 FT. WE WERE DSNDING THROUGH 2200 FT, SOLID IMC. I DOUBT IF THE TWR READ THE ALT TO ME CORRECTLY. BEFORE I COULD OBTAIN CLARIFICATION, THE TWR CTLR ADVISED THE OTHER TARGET THAT HE SUGGESTED AN IMMEDIATE R-HAND 360 DEG TURN. ALMOST SIMULTANEOUSLY, WE BROKE OUT. WE SAW THE OTHER ACFT IN AN EXTREMELY STEEP R BANK. THE CONFLICT WAS OVER AS SOON AS WE SAW THE OTHER ACFT. THE OTHER ACFT WAS FOLLOWING I-270 ON A TFC SURVEY MISSION. MY THOUGHTS ON THE OCCURRENCE: OSU TWR IS NOTORIOUS FOR NOT UPDATING THE WX. THE ATIS CALLED A 1600 FT OVCST. IT WAS IN FACT 1100 FT OVCST. OSU TWR WAS NONCHALANT WITH THE SIT. THE SIT COULD HAVE BEEN DEALT WITH EARLIER. AS I SAID, AS SOON AS I CHKED ON, THE CTLR KNEW WE WERE OUT THERE. 91.155 SAYS YOU MUST BE 500 FT BELOW THE CLOUDS IN CLASS D. AT THE SPDS WE FLY ILS, THAT WOULD GIVE US ALMOST A FULL MIN TO IDENT A TARGET AFTER BREAKING OUT. THE SURVEY PLT MAY HAVE RELIED ON THE ATIS TOO MUCH. ACCORDING TO THE ATIS, HE WAS 500 FT BELOW THE CLOUDS. OUR TCASII DIDN'T ALERT US, PERHAPS THE OTHER ACFT XPONDER WAS INOP OR OFF.

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.