Narrative:

Climbing out of houston we were handed off from houston departure to houston center. No mention of a traffic conflict was given on either frequency. We received a TCAS TA for traffic 12 O'clock and 3-4 miles. The captain asked ATC about the traffic. ATC responded very casually about the traffic and said something to effect of 'oh yeah; they didn't tell you about him.' he made it seem like it wasn't a conflict and in my mind I let my guard down slightly. A few seconds later we received a TCAS RA. At this point we were climbing through 13;000 ft or so. I believe the traffic was descending to 12;500 ft. The captain was mostly talking to ATC on the radio.I hesitated a second or two to respond to the RA (due to my guard being down by ATC's casual response to the traffic) and then I followed the 'descend; descend' RA. A few seconds after initiating the descent I visually acquired the traffic (a beech baron) and informed the captain that he was in sight. At this point; I knew that the traffic was not going to be a collision hazard and shallowed my descent. I don't believe the captain heard that I had the traffic in sight and was wondering why I wasn't still descending at the recommended RA vertical speed. The traffic then passed off of our right wing; probably 200-300 ft horizontally and 400-600 ft vertically. At this point the captain visually acquired the aircraft. We climbed uneventfully after the incident. ATC gave no indication that anything wrong had happened. 300-400 miles down the road to our destination; we were later contacted by a later center asking about the incident. The event occurred because ATC failed to separate traffic for us. I still don't know exactly why or how it happened but my belief is that we were handed off my houston departure too early and before we were properly separated by the conflicting traffic. Upon checking in with houston center; we were at that point still below his airspace and thus he wasn't really looking out for conflicting traffic. I think everyone made some mistakes in this incident. ATC obviously failed to properly separate traffic. I personally failed in responding to the RA immediately. I believe the captain failed in his response to the TA and RA by calling ATC first --- and not looking for the traffic first. With ATC being the first 'link' in the chain being broken; the captain first called the one person who should have avoided the entire situation to begin with. ATC's response to the captain's inquiry was also a failure. By his responding casually and almost indicating that the traffic wasn't an issue; I believe both the captain and I lowered our guards.

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Original NASA ASRS Text

Title: A CRJ-200 experienced a TCAS TA and RA with respect to a BE58 while climbing through about 13;000 departing from IAH.

Narrative: Climbing out of Houston we were handed off from Houston Departure to Houston Center. No mention of a traffic conflict was given on either frequency. We received a TCAS TA for traffic 12 O'clock and 3-4 miles. The Captain asked ATC about the traffic. ATC responded very casually about the traffic and said something to effect of 'oh yeah; they didn't tell you about him.' He made it seem like it wasn't a conflict and in my mind I let my guard down slightly. A few seconds later we received a TCAS RA. At this point we were climbing through 13;000 FT or so. I believe the traffic was descending to 12;500 FT. The Captain was mostly talking to ATC on the radio.I hesitated a second or two to respond to the RA (due to my guard being down by ATC's casual response to the traffic) and then I followed the 'descend; descend' RA. A few seconds after initiating the descent I visually acquired the traffic (a Beech Baron) and informed the Captain that he was in sight. At this point; I knew that the traffic was not going to be a collision hazard and shallowed my descent. I don't believe the Captain heard that I had the traffic in sight and was wondering why I wasn't still descending at the recommended RA vertical speed. The traffic then passed off of our right wing; probably 200-300 FT horizontally and 400-600 FT vertically. At this point the Captain visually acquired the aircraft. We climbed uneventfully after the incident. ATC gave no indication that ANYTHING wrong had happened. 300-400 miles down the road to our destination; we were later contacted by a later Center asking about the incident. The event occurred because ATC failed to separate traffic for us. I still don't know exactly why or how it happened but my belief is that we were handed off my Houston Departure too early and before we were properly separated by the conflicting traffic. Upon checking in with Houston Center; we were at that point still below his airspace and thus he wasn't really looking out for conflicting traffic. I think everyone made some mistakes in this incident. ATC obviously failed to properly separate traffic. I personally failed in responding to the RA immediately. I believe the Captain failed in his response to the TA and RA by calling ATC first --- and not LOOKING for the traffic first. With ATC being the first 'link' in the chain being broken; the Captain FIRST called the one person who should have avoided the entire situation to begin with. ATC's response to the Captain's inquiry was also a failure. By his responding casually and almost indicating that the traffic wasn't an issue; I believe both the Captain and I lowered our guards.

Data retrieved from NASA's ASRS site as of July 2013 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.