Fractional jet flight crew reported a near miss while landing with another general aviation aircraft land on a crossing runway with an ATC clearance. The general aviation aircraft performed a go around to de-conflict with the landing aircraft.
Synopsis
Fractional jet flight crew reported a near miss while landing with another general aviation aircraft land on a crossing runway with an ATC clearance. The general aviation aircraft performed a go around to de-conflict with the landing aircraft.
Narrative
On Day 0; we conducted a ferry flight from ZZZ to UGN. The weather at our destination was vmc with winds from the northwest at 7. Approach control instructed us to let him know when we had the airport in sight. Roughly 8 miles northeast of the field we visually identified the airport. Approach cleared us for a visual approach to runway 05 and told us to contact UGN tower. We then switched frequencies and checked in with the tower. We checked in and announced that we were approximately 8 miles east on the visual for 05. The tower responded back that we were clear to land on runway 05. Our flight path had us set up nicely for a right downwind for runway 05. As we approached the field we saw another aircraft on TCAS that appeared to be landing on the intersecting runway 32. We flew a normal right hand traffic pattern to runway 05. We heard the tower instruct the traffic in the pattern for runway 32 to report a midfield downwind. As we turned final for 05 the other aircraft reported midfield downwind and the tower cleared them to land on 32. We had seen the aircraft on the right downwind to 32 as we were on final to 05. We touched down normally on 05 and I deployed the speed brakes and thrust reversers. As we began slowing my partner directed my attention to the right windshield. Aircraft Y in the pattern for 32 had apparently just landed on the intersecting runway and was now on a collision course with us. I applied max braking; but at our configuration and speed we had zero escape options. Thankfully the other aircraft executed a go around and rotated just prior to the runway intersection. They passed overhead very close to our aircraft. The other aircraft informed the tower that they were going around and he instructed them to report midfield downwind again. The tower instructed us to clear the runway and gave us taxi instructions to the FBO. We had done everything according to company SOP's. All callouts and checklists were performed to standards. Suggestions: I have replayed this event in my mind countless times by the time I sit to write this report. I don't feel that we were complacent at any point during the arrival and landing. When we saw the other aircraft on the midfield downwind for the intersecting runway while we were lined up on final the thought never crossed my mind that spacing was too tight. They were in a high wing Aircraft Y. At no point after we contacted the control tower were we informed of the other aircraft in the pattern for the intersecting runway. Nor was the other aircraft told about us landing on the intersecting runway. We only knew of their presence by observing them on TCAS and then acquiring them visually after we turned final. When the other aircraft reported the midfield downwind to the tower they were cleared to land on 32. At no point did the tower tell them that they were number 2 to the airport and there was a jet on final to the intersecting runway. I lost sight of the aircraft after seeing them on the downwind as we were at a high workload status on short final. The tower said nothing to us from the time we checked in 8 miles east and he cleared us to land until we taxied clear of the runway. I feel it would have been very helpful had the tower made some sort of situational announcement regarding the two aircraft in the pattern for intersecting runways. That is a very common practice that I have personally observed countless times. The tower could have instructed the other aircraft to go around at any time; but did not. Were it not for the quick thinking and swift action on the part of the other aircraft by executing a last second go around - I think this situation would have had a very bad ending.
Second reporter narrative
On Day 0; I was SIC and pilot monitoring on Aircraft X. The PIC of the aircraft and pilot flying was Person A. We were conducting a ferry flight from ZZZ to UGN and no passengers were on board.At approximately 49-50 minutes into the flight and approximately 8 miles to the east of Waukeganairport; I contacted Waukegan Tower. I provided tower with our current location and altitude and I wasgiven clearance to land on Runway 05 by the tower controller.As Person A and I prepped for landing we noted a Aircraft Y conducting pattern work andlanding on runway 32. I physically observed the Aircraft Y on final for runway 32; Person A verbalized he couldsee Aircraft Y on final as well.We continued are descent into the right downwind to right base. Approximately two minutes after I hadbeen given clearance to land Aircraft Y called a go around. The tower controller responded to Aircraft Y andinformed them to conduct closed right traffic and report right midfield downwind. Approximately oneminute and thirty seconds later Aircraft Y called out right midfield downwind.At this point Aircraft X was turning right base to final and I looked for Aircraft Y. I observed Aircraft Y wasright midfield for runway 32. At this point I believed there was enough space for us to land prior toAircraft Y baring a short approach. Since Aircraft Y did not call for a short approach I took my eyes off oftheir airplane and continued to focus on our landing. At approximately XA:13 local time or approximately7-9 minutes after being cleared to land; PIC Person A landed Aircraft X on runway 5 at Waukegan Regionalairport.As PIC Person A was slowing Aircraft X; I was making call outs and I noted something out of the right screenwindow. I looked out the window and observed Aircraft Y descending to land on runway 32 which we hadnot crossed yet. I was unsure if we would be clear of runway 32 before Aircraft Y landed. I alerted PIC Person A to Aircraft Y at which point he attempted to slow Aircraft X at a rapid pace. As I was going to tellAircraft Y to do a go around the pilot of that aircraft called for a go around. It is my estimation that Aircraft Y was still airborne; above the runway and descending when the pilot called for a go around. If the pilothad not conducted a go around there was a strong possibility of a collision at the crossing of Runway 05and Runway 32.Tower gave us clearance to turn right and exit the runway approximately 18 seconds after Aircraft Y calledfor the go around. PIC Person A continued down the runway and I believe we exited the runway at A6. PIC Person A taxied to FBO without further issues.On arrival PIC Person A made contact with Waukegan tower. As I did not hear the conversation I am notadding any information. PIC Person A and I debriefed; we both felt it would be prudent to complete areport.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.