Narrative:

En route from addison field, tx, to san antonio int'l, I was directed by dal tower to 'pass overhead dallas love, then proceed direct.' my altitude was 1500' MSL. After transitioning love field, heading 190 degrees, altitude 1500', an small transport was given to me (small aircraft) as traffic at 12 O'clock, southbound. To my knowledge the small transport never indicated that he saw me. The small transport was directed to contact red bird tower on 120.30. Shortly thereafter I was directed to contact red bird tower on 120.30 for transition through their airspace. I changed to 120.30 and made a standard initial contact call. No answer. In a few seconds small transport attempts contact on 120.30. No answer. I try once more and decide that prudence suggests that I separate myself until communication can be established with red bird. I called, 'small transport, small aircraft--holy jesus!' the small transport was 200' to my right, level with me, closing, but evading. He came within 100' before his turn became effective. He must have seen me 3-5 seconds before I saw him. His closure path was from my 5 O'clock. Obviously we missed. He came back around for landing and I separated myself and exited red bird to the south. I attempted contact with him several times, and after a few attempts he acknowledged that he was on 120.30, but nothing else. After clearing red bird I called love tower and asked them if red bird was on the air. 'To my knowledge, they open at 6 am.' another aircraft reported that the tower actually opens at 7 am. 'News to me,' replied love tower. Contributing factors and comments: 1) the small transport position and intentions were never reported to me. 2) even though I was called as traffic to the small transport, he never (to my knowledge) reported sighting me and no further mention of me was made by love tower, even though we were both on his radar, squawking discrete codes and (obviously) on the exact same flight path. 3) love tower (surly devil that he was) never bothered to tell me of a faster airplane at my 6 O'clock lining up for the runway I was to overfly (centerline). 4) many factors contributed to this near miss, but the overriding one was a noted reluctance to communicate vital information. The tower controller was too busy ignoring calls and trying to find someone to blame for a screw up on one of his departures tail numbers. The small transport driver, admittedly in a very busy cockpit, seemed reluctant to trigger his transmitter at all...

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Original NASA ASRS Text

Title: ACFT CAME IN CLOSE PROX WITH ANOTHER ACFT WHILE PREPARING TO LAND.

Narrative: ENRTE FROM ADDISON FIELD, TX, TO SAN ANTONIO INT'L, I WAS DIRECTED BY DAL TWR TO 'PASS OVERHEAD DALLAS LOVE, THEN PROCEED DIRECT.' MY ALT WAS 1500' MSL. AFTER TRANSITIONING LOVE FIELD, HDG 190 DEGS, ALT 1500', AN SMT WAS GIVEN TO ME (SMA) AS TFC AT 12 O'CLOCK, SBND. TO MY KNOWLEDGE THE SMT NEVER INDICATED THAT HE SAW ME. THE SMT WAS DIRECTED TO CONTACT RED BIRD TWR ON 120.30. SHORTLY THEREAFTER I WAS DIRECTED TO CONTACT RED BIRD TWR ON 120.30 FOR TRANSITION THROUGH THEIR AIRSPACE. I CHANGED TO 120.30 AND MADE A STANDARD INITIAL CONTACT CALL. NO ANSWER. IN A FEW SECS SMT ATTEMPTS CONTACT ON 120.30. NO ANSWER. I TRY ONCE MORE AND DECIDE THAT PRUDENCE SUGGESTS THAT I SEPARATE MYSELF UNTIL COM CAN BE ESTABLISHED WITH RED BIRD. I CALLED, 'SMT, SMA--HOLY JESUS!' THE SMT WAS 200' TO MY RIGHT, LEVEL WITH ME, CLOSING, BUT EVADING. HE CAME WITHIN 100' BEFORE HIS TURN BECAME EFFECTIVE. HE MUST HAVE SEEN ME 3-5 SECS BEFORE I SAW HIM. HIS CLOSURE PATH WAS FROM MY 5 O'CLOCK. OBVIOUSLY WE MISSED. HE CAME BACK AROUND FOR LNDG AND I SEPARATED MYSELF AND EXITED RED BIRD TO THE S. I ATTEMPTED CONTACT WITH HIM SEVERAL TIMES, AND AFTER A FEW ATTEMPTS HE ACKNOWLEDGED THAT HE WAS ON 120.30, BUT NOTHING ELSE. AFTER CLEARING RED BIRD I CALLED LOVE TWR AND ASKED THEM IF RED BIRD WAS ON THE AIR. 'TO MY KNOWLEDGE, THEY OPEN AT 6 AM.' ANOTHER ACFT RPTED THAT THE TWR ACTUALLY OPENS AT 7 AM. 'NEWS TO ME,' REPLIED LOVE TWR. CONTRIBUTING FACTORS AND COMMENTS: 1) THE SMT POS AND INTENTIONS WERE NEVER RPTED TO ME. 2) EVEN THOUGH I WAS CALLED AS TFC TO THE SMT, HE NEVER (TO MY KNOWLEDGE) RPTED SIGHTING ME AND NO FURTHER MENTION OF ME WAS MADE BY LOVE TWR, EVEN THOUGH WE WERE BOTH ON HIS RADAR, SQUAWKING DISCRETE CODES AND (OBVIOUSLY) ON THE EXACT SAME FLT PATH. 3) LOVE TWR (SURLY DEVIL THAT HE WAS) NEVER BOTHERED TO TELL ME OF A FASTER AIRPLANE AT MY 6 O'CLOCK LINING UP FOR THE RWY I WAS TO OVERFLY (CENTERLINE). 4) MANY FACTORS CONTRIBUTED TO THIS NEAR MISS, BUT THE OVERRIDING ONE WAS A NOTED RELUCTANCE TO COMMUNICATE VITAL INFO. THE TWR CTLR WAS TOO BUSY IGNORING CALLS AND TRYING TO FIND SOMEONE TO BLAME FOR A SCREW UP ON ONE OF HIS DEPS TAIL NUMBERS. THE SMT DRIVER, ADMITTEDLY IN A VERY BUSY COCKPIT, SEEMED RELUCTANT TO TRIGGER HIS XMITTER AT ALL...

Data retrieved from NASA's ASRS site as of August 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.