A BE36 AND A SABRELINER HAVE A NMAC WHILE APCHING TNT; FL.

Narrative

I WAS FLYING A BEECH A-36 BONANZA UNDER SIMULATED INST CONDITIONS WITH A SAFETY PLT. THE PLAN WAS TO PRACTICE MULTIPLE APCHS AT TNT; FOR WHICH WE ARE LICENSED. WE MADE RADIO CONTACT WITH THE UNICOM OPERATOR WHO INFORMED US THAT A DC8 WAS 20 MI OUT ON A STRAIGHT-IN APCH. WE WERE OUTBOUND FROM THE OM (MONRY) ON A HDG OF 272 DEGS AND 2500 FT MSL. WE MADE RADIO CONTACT WITH THE INBOUND TFC AND DEVIATED S OF COURSE TO LET IT BY. AFTER VISUAL TFC SEPARATION; WE PROCEEDED TO REJOIN THE LOC OUTBOUND AT 2500 FT. AT THIS TIME A SMALL JET WAS SPOTTED INBOUND ON THE LOC AT 12 O'CLOCK POS. WE MADE AN IMMEDIATE EVASIVE TURN. THE SABRELINER AT NO TIME MADE ANY CALL ON THE UNICOM FREQ (123.00). IT DID NOT RESPOND TO OUR INQUIRY REGARDING INTENTIONS. THE UNICOM OPERATOR ANNOUNCED THAT THERE WAS A SMALL JET IN THE PATTERN WHO 'WAS NOT TALKING.' AFTER A LOW APCH; THE JET TURNED BACK W AND DISAPPEARED. BELIEVING IT WAS NOW SAFE TO REJOIN THE LOC; WE PROCEEDED INBOUND ON A HDG OF 092 DEGS. WE STARTED OUR DSCNT ON THE GS WHEN WE NOTED THE SUDDEN APPEARANCE OF THE JET OFF OUR R WING. WE WERE AT THE SAME ALT (1000 FT) AND HEADING. AGAIN; NO RADIO CALLS WERE HEARD. THE JET PASSED US WITHOUT YIELDING RIGHT AWAY AND PROCEEDED TO LAND ON RWY 9. AS SOON AS HE LANDED HE CAME ON THE RADIO. WE HAD TO ABORT OUR LNDG. THE ACFT THEN IDENTED ITSELF. HE CLAIMED HE HAD BEEN MAKING POS RPTS ALL THE TIME. HE WAS INFORMED BY US; THE UNICOM OPERATOR; AND THE DC8 THAT NO RPTS WERE HEARD. THE INDIVIDUAL ON THE RADIO CLAIMED HE WAS AN 'FAA INSPECTOR;' AND THAT THEY HAD LANDED ONLY TO CHANGE PLTS AND WOULD BE DOING MORE APCHS. I SUGGESTED THAT HE MIGHT HAVE A PROB WITH HIS RADIOS AND THAT MORE APCHS WOULD NOT BE A GOOD IDEA. HE DENIED ANY PROB. IN THE INTEREST OF SAFETY WE LEFT THE AREA. WE MADE FREQUENT POS RPTS AND CARRIED ON RADIO CONVERSATIONS WITH BOTH UNICOM AND THE DC8. ON RETURN TO TMB WE WENT TO FLT SVC AND FILED A NEAR-MISS COLLISION RPT. I SUSPECT THAT THE OTHER ACFT WAS INITIALLY ON THE WRONG FREQ AND DID NOT DISCOVER IT UNTIL ON THE GND. HE MIGHT HAVE ASSUMED THAT THE FREQ WAS THE MORE COMMON UNICOM 122.8 INSTEAD OF THE PROPER 123.0. IN ADDITION; IT APPEARS THAT HE WAS NOT FAMILIAR WITH THE FACT THAT USING DADE-COLLIER REQUIRES A SPECIAL PERMIT. THE CREW SHOWED A BLATANT DISREGARD FOR REG; SAFETY; AND COURTESY WHEN THEY CUT US OFF ON SHORT FINAL APCH. THEY PASSED US LESS THAN 300 FT LATERALLY AT THE SAME ALT. SUPPLEMENTAL INFO FROM ACN 350740: QUALIFIED CAPT; CHK AIRMAN; WE WERE MAKING APCHS FOR ABOUT 30 MINS WHEN THIS ACFT APPEARED AT OUR ALT. WE WERE MAKING ALL THE REQUIRED PATTERN POS RPTS. WE NEVER HEARD THE OTHER ACFT ON THE RADIO. SUPPLEMENTAL INFO FROM ACN 350733: XPONDER CODE WAS CHANGED TO 1200 AND VHF 123.0 UNICOM WAS MONITORED AT ALL TIMES DURING THE PATTERNS AND APCHS. RADIO XMISSIONS WERE MADE THROUGHOUT THE PATTERNS AND APCHS TO ADVISE OTHER TFC OF LOCATION AND INTENTIONS. AFTER ABOUT 15 MINS IN THE AREA AN APCH WAS BEGUN FOR THE ILS TO RWY 9. AT 1800 FT DURING A L TURN FROM A 45 DEG INTERCEPT TO THE FINAL APCH COURSE OF 092 DEGS AS WE ROLLED WINGS LEVEL A SINGLE ENG; LOW WING; MONOPLANE APPEARED SLIGHTLY LOW AT ABOUT 1 O'CLOCK XING FROM R TO L ON A NE HEADING. THE SINGLE ENG ACFT SLID OUT IN FRONT OF US AT ABOUT 500 FT AHEAD AND 150 FT LOW ON JUST ABOUT THE SAME HEADING; STABILIZED MOMENTARILY; THEN MADE A HARD L TURN. WE DID NOT SEE THE SINGLE ENG AIRPLANE UNTIL HE PASSED IN FRONT OF US.