Cessna 402/402C/B379 Businessliner/Utiliner
Flight Crew Commercial
Situational Awareness
Conflict NMAC
Aircraft Aircraft Damaged; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Human Factors
After I cancelled IFR and initiated a VFR descent into MYEF; we cruised at 1;000 AGL toward Runway 12. I made contact with the 'advisory' Tower on the CTAF for the first time about 20 miles west; and they suggested Runway 12 based on the 080 surface winds. I was advised there was another aircraft behind and to our left; also inbound to Runway 12. I advised my position and altitude as 8 west of the FAF for Runway 12 at 1;000 FT. The [other aircraft] advised 2-3 miles behind us; and above us by more than 1;000 FT. Around 5 miles; I advised my position as a 5 mile final; 1;000 FT for Runway 12. The [other aircraft] came on frequency and said they were at 2;300 FT; and asked what our speed was. I replied with '108 over the ground.' At that time; our airspeed was right at 120; but I replied with my ground speed because I thought that would be easier to for them to relate to. The [other aircraft] replied; 'We are slowing up.' I never had visual contact of the traffic; nor did the traffic ever say they had us in visual contact. [First Officer] was flying; we were slightly slow; and slightly low; at about 112 KTS on roughly a 3/4-1/2 mile final; about 200-250 FT. All of a sudden; I saw the [other aircraft] overtake us from above; and descend through our altitude; off our nose about 75 FT in front of us. Since the Pilot Flying did not see the aircraft as quickly as I did; I took over control and executed a successful evasive go-around to the left. The SIC took over the radios and advised our go-around; and the reason for it. The [other aircraft] crew said they never saw us; but said that he thought I meant I was 'over the numbers' when I said '108 over the ground' in reference to my ground speed. I entered a right upwind and continued the I could have been clearer in my ground speed call; however; the pilot of the [other aircraft] should have verified our position again; if not visual; and should not have continued onto a short final without positive verification that I was off the active runway. I never called clear of the runway; because I had not landed yet.
Light twin pilot reported an NMAC with another light aircraft on a visual approach to MYEF.