Narrative:

We were approaching bct VFR from the west at 3;500 ft. At the 5 NM point; we were given a choice to either overfly the airport and enter a left downwind or perform a left 360 degree turn and enter a right downwind after rolling out from the turn. I requested the left 360 degree and executed the turn rolling out on right downwind. At this point; traffic was pointed out to us on final; a citation jet. We were told we'd be #2 behind the citation. We acknowledged the traffic and were told to follow the citation. (I know now this was not the citation but a king air landing well ahead of the citation.) assuming the citation was over the numbers; we turned base and were turning final when the tower queried us in an alarmed voice; 'are you on base to final?' we replied affirmative and were told to turn immediately left to a south heading; 'there is a citation following you which is the traffic you were supposed to follow.' I complied immediately as he was telling the citation to stop his descent and fly runway heading for a go-around. When the conflict was resolved; the tower said he had told me that he would call my base. I did not recall hearing that communication or repeating it. We were then directed northbound for an extended downwind while the citation was cleared to land. We were then cleared to land and we landed safely. On the ground; I spoke to the pilot and he said he never saw me but his TCAS alarm sounded. I never saw him. The controller said we came close; maybe within 400-600 ft. The biggest contributing factor was the mistaken identity of the traffic. The controller later told me I was looking at a king air that landed before the citation was to land. Corrective action would be to never assume but verify on my part; and the part of the controller. Perhaps he could have warned me that there was more than 1 target in that approach area. Another factor is that the controller should have been sure I copied his instruction that he would call my base. I do not know if his transmission was stepped on or I was focused on all the maneuvering and looking for traffic. I feel he could have been more explicit on his intentions to hold me back for more priority traffic. I later learned the citation was lined up with the runway heading 15 miles out. The citation was never asked to enter a normal landing pattern. Factors affecting performance are excessive maneuvering in the landing phase of flight; pilot overload when multitasking such as maneuvering; looking for traffic; configuring the airplane for landing; and communicating. Corrective action would be better spacing of landing traffic and a standard pattern for all aircraft to allow for a more orderly approach and landing.

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Original NASA ASRS Text

Title: Loss of separation in the pattern occurred when the pilot of a small low wing aircraft misidentified traffic he was to follow.

Narrative: We were approaching BCT VFR from the west at 3;500 FT. At the 5 NM point; we were given a choice to either overfly the airport and enter a left downwind or perform a left 360 degree turn and enter a right downwind after rolling out from the turn. I requested the left 360 degree and executed the turn rolling out on right downwind. At this point; traffic was pointed out to us on final; a Citation jet. We were told we'd be #2 behind the Citation. We acknowledged the traffic and were told to follow the Citation. (I know now this was not the Citation but a King Air landing well ahead of the Citation.) Assuming the Citation was over the numbers; we turned base and were turning final when the Tower queried us in an alarmed voice; 'Are you on base to final?' We replied affirmative and were told to turn immediately left to a south heading; 'There is a Citation following you which is the traffic YOU were supposed to follow.' I complied immediately as he was telling the Citation to stop his descent and fly runway heading for a go-around. When the conflict was resolved; the Tower said he had told me that he would call my base. I did not recall hearing that communication or repeating it. We were then directed northbound for an extended downwind while the Citation was cleared to land. We were then cleared to land and we landed safely. On the ground; I spoke to the pilot and he said he never saw me but his TCAS alarm sounded. I never saw him. The Controller said we came close; maybe within 400-600 FT. The biggest contributing factor was the mistaken identity of the traffic. The Controller later told me I was looking at a King Air that landed before the Citation was to land. Corrective action would be to never assume but verify on my part; and the part of the Controller. Perhaps he could have warned me that there was more than 1 target in that approach area. Another factor is that the Controller should have been sure I copied his instruction that he would call my base. I do not know if his transmission was stepped on or I was focused on all the maneuvering and looking for traffic. I feel he could have been more explicit on his intentions to hold me back for more priority traffic. I later learned the Citation was lined up with the runway heading 15 miles out. The Citation was never asked to enter a normal landing pattern. Factors affecting performance are excessive maneuvering in the landing phase of flight; pilot overload when multitasking such as maneuvering; looking for traffic; configuring the airplane for landing; and communicating. Corrective action would be better spacing of landing traffic and a standard pattern for all aircraft to allow for a more orderly approach and landing.

Data retrieved from NASA's ASRS site as of April 2012 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.