Narrative:

We were 25 mi northwest of ott VOR at 10000' heading 130 degrees, and subsequently given a climb clearance to 17000'. After initiating the climb, we were given a heading change clearance to turn left to 200 degrees. This turn would have required a 270 degree turn in the wrong direction. Before executing the turn, I asked for confirmation. (It became clear after the incident that the controller did in fact want a right turn.) the controller confirmed heading 200 degrees with no issuance of a left turn. We proceeded to turn right to 200 degrees. Shortly after initiating the turn and out of 10600' climbing, we were told to stop our climb at 11000'. Within several seconds we saw what we believed to be an large transport type cross in front of our flight path, missing us by 1/2 mi or less horizontal and less than 100' vertical. The controller then issued the traffic, saying that the aircraft was 'out of 11000'.' the controller made no reference to the urgency of the situation nor did he point out traffic until the aircraft was past us. It is clear that the most significant contributing factor to the serious nature of the incident was the controller's initial clearance incorrectly directing us to turn left rather than right, and the subsequent delay of approximately 30 seconds before initiating the right turn. However, I believe that even had we turned right immediately, standard sep would not have been achieved, or at least sep would have been very close. Supplemental information from acn 110701: cleared to 14000', heading 150 degrees, intercept course. Then given heading to 270 degrees for spacing and asked to expedite climb to 14000'. At 10300' asked if we had a visibility on aircraft at 10800'. As we were going through 10500' immediately saw aircraft and made evasive action to right to avoid collision. TCAS would have prevented.

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Original NASA ASRS Text

Title: NMAC BETWEEN MLG AND LGT AT APPROX 10800' IN CLIMB--ONE ACFT OUT OF IAD, THE OTHER OUT OF DCA STILL ON DEP CTL.

Narrative: WE WERE 25 MI NW OF OTT VOR AT 10000' HDG 130 DEGS, AND SUBSEQUENTLY GIVEN A CLB CLRNC TO 17000'. AFTER INITIATING THE CLB, WE WERE GIVEN A HDG CHANGE CLRNC TO TURN LEFT TO 200 DEGS. THIS TURN WOULD HAVE REQUIRED A 270 DEG TURN IN THE WRONG DIRECTION. BEFORE EXECUTING THE TURN, I ASKED FOR CONFIRMATION. (IT BECAME CLEAR AFTER THE INCIDENT THAT THE CTLR DID IN FACT WANT A RIGHT TURN.) THE CTLR CONFIRMED HDG 200 DEGS WITH NO ISSUANCE OF A LEFT TURN. WE PROCEEDED TO TURN RIGHT TO 200 DEGS. SHORTLY AFTER INITIATING THE TURN AND OUT OF 10600' CLBING, WE WERE TOLD TO STOP OUR CLB AT 11000'. WITHIN SEVERAL SECS WE SAW WHAT WE BELIEVED TO BE AN LGT TYPE CROSS IN FRONT OF OUR FLT PATH, MISSING US BY 1/2 MI OR LESS HORIZ AND LESS THAN 100' VERT. THE CTLR THEN ISSUED THE TFC, SAYING THAT THE ACFT WAS 'OUT OF 11000'.' THE CTLR MADE NO REF TO THE URGENCY OF THE SITUATION NOR DID HE POINT OUT TFC UNTIL THE ACFT WAS PAST US. IT IS CLEAR THAT THE MOST SIGNIFICANT CONTRIBUTING FACTOR TO THE SERIOUS NATURE OF THE INCIDENT WAS THE CTLR'S INITIAL CLRNC INCORRECTLY DIRECTING US TO TURN LEFT RATHER THAN RIGHT, AND THE SUBSEQUENT DELAY OF APPROX 30 SECS BEFORE INITIATING THE RIGHT TURN. HOWEVER, I BELIEVE THAT EVEN HAD WE TURNED RIGHT IMMEDIATELY, STANDARD SEP WOULD NOT HAVE BEEN ACHIEVED, OR AT LEAST SEP WOULD HAVE BEEN VERY CLOSE. SUPPLEMENTAL INFO FROM ACN 110701: CLRED TO 14000', HDG 150 DEGS, INTERCEPT COURSE. THEN GIVEN HDG TO 270 DEGS FOR SPACING AND ASKED TO EXPEDITE CLB TO 14000'. AT 10300' ASKED IF WE HAD A VIS ON ACFT AT 10800'. AS WE WERE GOING THROUGH 10500' IMMEDIATELY SAW ACFT AND MADE EVASIVE ACTION TO RIGHT TO AVOID COLLISION. TCAS WOULD HAVE PREVENTED.

Data retrieved from NASA's ASRS site as of August 2007 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.