Narrative:

Phx takeoff runway 25R flaps 5. Clearance: maxxo 2. Cnx. [We were] cleared to 8;000 ft. Visual avoidance instructions with airbus which took off ahead of us. [We had a] normal takeoff; handoff to departure. We turned to heading 240 at 1;550 ft per the departure and were cleared to FL210 at around 4;500 ft by ATC. Airbus was in sight by first officer; ahead and to our right after the turn to 240. We climbed at 200 KTS for a fast climb due to clearance to FL210 and no restriction. At 7;500 ATC changed altitude back to 8;000 ft. As we leveled and continued heading 240 as per the departure; ATC asked if we had the airbus in sight. First officer had traffic but I had lost sight due to left turn to 240 and my position in the left seat. We had just reached the turn point (9 miles) to turn left to 140. First officer heard ATC issue a turn to 120 for the airbus. First officer noticed the airbus turning into us and we were surprised. We noticed a rapid closure and climbed over 8;000 to 8;300 and stopped making the turn to 140 to avoid. The airbus reported us in sight to ATC and that we cleared at around 100 ft (exaggeration) vertical separation. The airbus passed beneath us about 400 ft below. We returned to 8;000 ft after passing the airbus. ATC never gave any additional instructions to either us or the airbus. Why did the airbus continue to turn into us after he reported us in sight? First officer said the airbus stopped his turn for a moment and then started again. [I] asked by ATC to call upon arrival. Spoke to ATC and he said it looked like we had started to turn to 140 heading prior to 9 DME fix per the departure. I assured him that we didn't initiate turn to 140 prior to the 9 DME fix. It may have looked like we started prior to that point as we maneuvered to avoid the airbus but returned to our heading of 240 until 9 DME. He advised that we had cleared the airbus by 0.6 miles and 400 ft and as he had complied with an RA he was required to submit the event for review. The airbus climbed slower and at a faster speed which put him further away at 1;550 ft from departure end of runway before turn to 240. That put him to our right side when he turned left to 240. Our left turn to 240 at the same altitude (1;550 ft) was much closer to the departure end of the runway due to our climb rate at 200 KTS. ATC had us depart too soon after the airbus to have the same departure routing and such different aircraft climb performance. Also; the new company procedure of turning the transponder to 'ATC altitude' on taxi out and then adding another runway item of switching it to TA/RA is a task overload. The CE750 will not give an RA on the ground and the transponder may be selected to TA/RA and left that way during taxi. We had missed the switch to TA/RA upon entering the runway and didn't get a traffic alert once airborne.

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Original NASA ASRS Text

Title: CE750 flight crew departing PHX Runway 25R on the MAXXO 2 departure report a conflict with an Airbus departing the same runway on the same departure just before the CE750 departure. The very different performance characteristics of the two aircraft resulted in a conflict at 9 DME during the turn to 140 degrees.

Narrative: PHX takeoff Runway 25R flaps 5. CLEARANCE: MAXXO 2. CNX. [We were] cleared to 8;000 FT. Visual avoidance instructions with Airbus which took off ahead of us. [We had a] normal takeoff; handoff to Departure. We turned to heading 240 at 1;550 FT per the departure and were cleared to FL210 at around 4;500 FT by ATC. Airbus was in sight by First Officer; ahead and to our right after the turn to 240. We climbed at 200 KTS for a fast climb due to clearance to FL210 and no restriction. At 7;500 ATC changed altitude back to 8;000 FT. As we leveled and continued heading 240 as per the departure; ATC asked if we had the airbus in sight. First Officer had traffic but I had lost sight due to left turn to 240 and my position in the left seat. We had just reached the turn point (9 miles) to turn left to 140. First Officer heard ATC issue a turn to 120 for the Airbus. First Officer noticed the Airbus turning into us and we were surprised. We noticed a rapid closure and climbed over 8;000 to 8;300 and stopped making the turn to 140 to avoid. The Airbus reported us in sight to ATC and that we cleared at around 100 FT (exaggeration) vertical separation. The Airbus passed beneath us about 400 FT below. We returned to 8;000 FT after passing the Airbus. ATC never gave any additional instructions to either us or the Airbus. Why did the Airbus continue to turn into us after he reported us in sight? First Officer said the Airbus stopped his turn for a moment and then started again. [I] asked by ATC to call upon arrival. Spoke to ATC and he said it looked like we had started to turn to 140 heading prior to 9 DME fix per the departure. I assured him that we didn't initiate turn to 140 prior to the 9 DME fix. It may have looked like we started prior to that point as we maneuvered to avoid the Airbus but returned to our heading of 240 until 9 DME. He advised that we had cleared the Airbus by 0.6 miles and 400 FT and as he had complied with an RA he was required to submit the event for review. The Airbus climbed slower and at a faster speed which put him further away at 1;550 FT from departure end of runway before turn to 240. That put him to our right side when he turned left to 240. Our left turn to 240 at the same altitude (1;550 FT) was much closer to the departure end of the runway due to our climb rate at 200 KTS. ATC had us depart too soon after the Airbus to have the same departure routing and such different aircraft climb performance. Also; the new company procedure of turning the transponder to 'ATC ALT' on taxi out and then adding ANOTHER runway item of switching it to TA/RA is a task overload. The CE750 will not give an RA on the ground and the transponder may be selected to TA/RA and left that way during taxi. We had missed the switch to TA/RA upon entering the runway and didn't get a traffic alert once airborne.

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.