Narrative:

After flight from santo domingo, and on camrn 2 arrival to jfk, our widebody transport, flight X. At 6300' passed directly below flight Y, an large transport at 7000'. Flight Y called traffic at 12 O'clock, and the controller reported we were at 6000'. While we were in a left bank I observed the large transport pass directly over us (from the 2-3 O'clock position) and checked our altitude at 6300' and descending. During the period leading up to this event the controller was trying to hurry us down, slow us down, and increase our turn rate. I had a distinct feeling that the controller was 'getting into a corner' and had previously suggested to the captain (PF) that he should select normal bank (it was set at 15 degrees contrary procedures) and descend using speed brakes. The flight guidance panel remained set at 15 degrees and the autoplt remained on. I believe that the reason for this incident has caused by 2 major reasons. Firstly, because of my inexperience on type the captain was unwilling to listen to any suggestions from me, and secondly, he was trying to set up the approach on the FMC as well as fly the aircraft. I should have been more forceful with my suggestions instead of just repeating them. A near miss was not reported either in the air or on the ground.

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Original NASA ASRS Text

Title: OPERATIONAL ERROR ALLOWED LESS THAN STANDARD SEPARATION TO HAPPEN AS 2 ACR ACFT HAVE LESS THAN STANDARD SEPARATION ON RADAR ARR.

Narrative: AFTER FLT FROM SANTO DOMINGO, AND ON CAMRN 2 ARR TO JFK, OUR WDB, FLT X. AT 6300' PASSED DIRECTLY BELOW FLT Y, AN LGT AT 7000'. FLT Y CALLED TFC AT 12 O'CLOCK, AND THE CTLR RPTED WE WERE AT 6000'. WHILE WE WERE IN A LEFT BANK I OBSERVED THE LGT PASS DIRECTLY OVER US (FROM THE 2-3 O'CLOCK POS) AND CHKED OUR ALT AT 6300' AND DSNDING. DURING THE PERIOD LEADING UP TO THIS EVENT THE CTLR WAS TRYING TO HURRY US DOWN, SLOW US DOWN, AND INCREASE OUR TURN RATE. I HAD A DISTINCT FEELING THAT THE CTLR WAS 'GETTING INTO A CORNER' AND HAD PREVIOUSLY SUGGESTED TO THE CAPT (PF) THAT HE SHOULD SELECT NORMAL BANK (IT WAS SET AT 15 DEGS CONTRARY PROCS) AND DSND USING SPEED BRAKES. THE FLT GUIDANCE PANEL REMAINED SET AT 15 DEGS AND THE AUTOPLT REMAINED ON. I BELIEVE THAT THE REASON FOR THIS INCIDENT HAS CAUSED BY 2 MAJOR REASONS. FIRSTLY, BECAUSE OF MY INEXPERIENCE ON TYPE THE CAPT WAS UNWILLING TO LISTEN TO ANY SUGGESTIONS FROM ME, AND SECONDLY, HE WAS TRYING TO SET UP THE APCH ON THE FMC AS WELL AS FLY THE ACFT. I SHOULD HAVE BEEN MORE FORCEFUL WITH MY SUGGESTIONS INSTEAD OF JUST REPEATING THEM. A NEAR MISS WAS NOT RPTED EITHER IN THE AIR OR ON THE GND.

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.