Light Transport; Low Wing; 2 Turbojet Eng
Flight Crew Air Transport Pilot (ATP)
Confusion; Communication Breakdown; Situational Awareness; Workload
Conflict Airborne Conflict
Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Human Factors; Procedure
During approach to Runway 16 right at Jackson; MS; we had a near miss with a single engine aircraft. We approached the area from the southwest and the other aircraft arrived from the southeast. Approach Control originally had him #1 to land as he was closer; but he apparently slowed dramatically while on a left downwind and Approach re-sequenced my aircraft to #1 with the other aircraft to follow. The other aircraft was advised to continue downwind and Approach would call his base. Approach cleared us for a visual approach off about a six mile vectored right base. Approach called the traffic; but we could not acquire it visually. We were turned over to Tower; again advised of the traffic and cleared to land. Now; somewhere on a dogleg right base to final just inside DEKLE Intersection (FAF for the 16R RNAV); we noticed a TCAS target just off the left (east) side of the approach course just a few hundred feet below us; but I could not discern its direction based on the MFD. When I saw this target on the MFD; nearly on top of the approach course; I was confused. I definitely felt time compression during these brief moments; several questions ran through my head as I tried to gain situational awareness. I thought the aircraft was on a left downwind; so I was trying to put the picture together. Was that TCAS target a helicopter or maybe a transponder on the ground? Which way was it moving? If it was the other aircraft; where was it (desire to acquire it visually right now!) Had he cut me off and turned base in front of us? Why was Approach not calling that traffic (if it was someone else)? What scale was my MFD set to (maybe I was zoomed out too far; making the traffic appear too close to the final; but it was on the 5 mile scale. This led to my confusion; too; because I was beginning to realize that the TCAS symbol was probably the traffic; it was in front of us; not where I expected it. Approach and Tower were not calling him in that position and we still had not acquired him visually. I quickly began scanning outside; looking for the traffic close in; low between 10 and 12 o'clock. I finally visually spotted the traffic and was surprised to find him flying in a northwest direction; heading right at us and no further than a mile away. A quick glance inside showed he was only 200 FT off our altitude. We were fully configured and descending to land. My First Officer did not have the traffic and was still focusing on lining up on final. I then called; 'Turn right! Climb; climb now! Go around!' My First Officer maneuvered immediately into a climbing right turn. The TCAS barked TRAFFIC; TRAFFIC quickly followed by a Resolution Advisory to climb; but we were already climbing and cleaning up the aircraft. We finished cleaning up the aircraft; I got Tower to assign us a heading and altitude (270 and 3;000 FT) and we circled around for another normal visual approach with a normal landing. The single engine aircraft landed ahead of us. The time from when we were cleared for the visual and we executed the evasive action seemed to be very short; I think probably less than 30 seconds. The time from when I realized the TCAS symbol was the aircraft; that it was on final; that I acquired it visually; and called for the evasive action was even shorter; I think less than 15 seconds. I think the pilot of the other traffic probably lost his situational awareness while on downwind and drifted onto final. Approach and Tower both tried to help us find the traffic; but with us turning in and him drifting; things happened quickly and we were forced into the evasive action. I think that we should have leveled off as soon as we saw the TCAS target nearly on the approach course instead of continuing the descent to the runway. We should have also queried Tower about the traffic on the final. Also; the weather was severe clear. I think these conditions often allow us to let our guard down. We think that; it's a nice day; I can see forever; others can see me;and nothing could possibly go wrong. This was a strong reminder to stay visually and situationally vigilant; even in radar and Tower environment; even in good weather. It was also a reminder how fast things can happen when closure rates are high (directly on-coming traffic) even at or just above final approach speeds.
A jet on final to JAN Runway 16 executed a go around because of a conflict with a single engine airplane; which was told to follow the jet to the airport; but instead deviated toward the final approach course from its downwind track.