Narrative:

We were a commuter flight, IFR from fll to mco. WX in mco was 20 scattered 80 scattered 7 mi visibility with light rain. When we first made contact with orlando approach (120.15), runway 36R was in use, wind was 050-8. Due to heavy WX just south of mco we were routed to lal, then into mco from there. We were on a northeast heading, and our radar showed a buildup of clouds at our 12 O'clock position. I had received the latest ATIS and WX was the same except the ILS 18R was now in use. I requested a left deviation around the WX. The controller, apparently unaware of the switch in landing direction, said to fly a 180 degree heading. The frequency was busy, and we complied. Soon after, he said 18R was in use and to turn back left to 360 degree, we were still level at 8000' MSL. The first officer was flying, started the turn. The autoplt was operating. As we came up to approximately 120 degree of heading in the left turn, we noticed traffic converging at our 1-1:30 position, on an approximately 340 degree heading. I told ATC we had traffic at that position, and he replied it was a jet at 8000. I countered 'we are at 8000 also'. The first officer at this moment, disengaged the autoplt, and banked 90 degree of turn to a heading of 360 degree to avoid the possible conflict. I couldn't see anything from my position in the cockpit during the steep turn. The first officer estimated 1/2 to 3/4 of a mi of separation. During the turn, we were approximately -200 to +100 of altitude (8000'). I replied to the controller that we needed to make the evasive bank, to avoid traffic. Upon landing, I was told to phone the tower. The supervisor said he was sorry and took the blame for his controller's error and said we would have a private discussion with him. After the turn to 360 degree, the controller became quite uneasy, and used a slang term over the frequency. Prior to handoff to the final controller (127.75), another controller relieved him.

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Original NASA ASRS Text

Title: CLOSE PROX COMMUTER-LTT UNK-JET ACFT 20 W OF MCO.

Narrative: WE WERE A COMMUTER FLT, IFR FROM FLL TO MCO. WX IN MCO WAS 20 SCATTERED 80 SCATTERED 7 MI VISIBILITY WITH LIGHT RAIN. WHEN WE FIRST MADE CONTACT WITH ORLANDO APCH (120.15), RWY 36R WAS IN USE, WIND WAS 050-8. DUE TO HEAVY WX JUST S OF MCO WE WERE ROUTED TO LAL, THEN INTO MCO FROM THERE. WE WERE ON A NE HDG, AND OUR RADAR SHOWED A BUILDUP OF CLOUDS AT OUR 12 O'CLOCK POSITION. I HAD RECEIVED THE LATEST ATIS AND WX WAS THE SAME EXCEPT THE ILS 18R WAS NOW IN USE. I REQUESTED A LEFT DEVIATION AROUND THE WX. THE CTLR, APPARENTLY UNAWARE OF THE SWITCH IN LNDG DIRECTION, SAID TO FLY A 180 DEG HDG. THE FREQ WAS BUSY, AND WE COMPLIED. SOON AFTER, HE SAID 18R WAS IN USE AND TO TURN BACK LEFT TO 360 DEG, WE WERE STILL LEVEL AT 8000' MSL. THE F/O WAS FLYING, STARTED THE TURN. THE AUTOPLT WAS OPERATING. AS WE CAME UP TO APPROX 120 DEG OF HDG IN THE LEFT TURN, WE NOTICED TFC CONVERGING AT OUR 1-1:30 POSITION, ON AN APPROX 340 DEG HDG. I TOLD ATC WE HAD TFC AT THAT POSITION, AND HE REPLIED IT WAS A JET AT 8000. I COUNTERED 'WE ARE AT 8000 ALSO'. THE F/O AT THIS MOMENT, DISENGAGED THE AUTOPLT, AND BANKED 90 DEG OF TURN TO A HDG OF 360 DEG TO AVOID THE POSSIBLE CONFLICT. I COULDN'T SEE ANYTHING FROM MY POSITION IN THE COCKPIT DURING THE STEEP TURN. THE F/O ESTIMATED 1/2 TO 3/4 OF A MI OF SEPARATION. DURING THE TURN, WE WERE APPROX -200 TO +100 OF ALT (8000'). I REPLIED TO THE CTLR THAT WE NEEDED TO MAKE THE EVASIVE BANK, TO AVOID TFC. UPON LNDG, I WAS TOLD TO PHONE THE TWR. THE SUPVR SAID HE WAS SORRY AND TOOK THE BLAME FOR HIS CTLR'S ERROR AND SAID WE WOULD HAVE A PRIVATE DISCUSSION WITH HIM. AFTER THE TURN TO 360 DEG, THE CTLR BECAME QUITE UNEASY, AND USED A SLANG TERM OVER THE FREQ. PRIOR TO HANDOFF TO THE FINAL CTLR (127.75), ANOTHER CTLR RELIEVED HIM.

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.