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Learjet 60 flight crew experienced an RA and later some confusion on assigned altitudes with ATC. There was another aircraft with a very similar number on frequency.
| Attributes | |
| ACN | 1339823 |
| Time | |
| Date | 201603 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | ZZZ.ARTCC |
| State Reference | US |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Learjet 60 |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Climb |
| Flight Plan | IFR |
| Aircraft 2 | |
| Make Model Name | Any Unknown or Unlisted Aircraft Manufacturer |
| Person 1 | |
| Function | First Officer Pilot Not Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) Flight Crew Flight Instructor Flight Crew Instrument Flight Crew Multiengine |
| Experience | Flight Crew Last 90 Days 100 Flight Crew Total 6700 Flight Crew Type 50 |
| Person 2 | |
| Function | Pilot Flying Captain |
| Qualification | Flight Crew Flight Instructor Flight Crew Air Transport Pilot (ATP) Flight Crew Instrument |
| Experience | Flight Crew Last 90 Days 35 Flight Crew Total 12300 Flight Crew Type 50 |
| Events | |
| Anomaly | ATC Issue All Types Conflict Airborne Conflict Deviation - Procedural Clearance Deviation - Procedural Published Material / Policy |
| Miss Distance | Horizontal 5000 Vertical 300 |
Narrative:
Miami center cleared our aircraft from 10;000 to 17;000. At approximately 11;000 we received a warning to monitor vertical speed and traffic showed on TCAS display. Traffic was then spotted visually off the left side. We then climbed through his altitude. We did receive a 'descend now' aural warning but continued the climb because we had visual contact and could 'see and avoid' the traffic. ATC did not call traffic so we elected to advise ATC of conflict at later time for their review. Several minutes later we were cleared from FL320 to FL360 by ATC. After initiating the climb we were asked for our rate of climb. We responded with 4;000 FPM. ATC then asked if we could maintain that vsi to FL380. We responded that we could hold 3;500 FPM to FL380. ATC then cleared us to FL380 while maintaining 3;500 FPM in the climb which we complied with. A short while later we heard ATC asking another aircraft (with a similar number) for his rate of climb. He replied with 1;500 FPM. Then ATC asked for clarification as to whom was maintaining 3;500 FPM and FL380 to which we replied.in reviewing the facts; I believe that there were two potential issues here. The first was ATC not advising of traffic as we were cleared from 10;000 to 17;000 causing a RA. The second was ATC calling the incorrect n-number or us responding to a call for the wrong n-number. This could have been avoided by a statement of 'like' n-numbers on the same frequency.
Original NASA ASRS Text
Title: Learjet 60 flight crew experienced an RA and later some confusion on assigned altitudes with ATC. There was another aircraft with a very similar number on frequency.
Narrative: Miami center cleared our aircraft from 10;000 to 17;000. At approximately 11;000 we received a warning to monitor vertical speed and traffic showed on TCAS display. Traffic was then spotted visually off the left side. We then climbed through his altitude. We did receive a 'descend now' aural warning but continued the climb because we had visual contact and could 'see and avoid' the traffic. ATC did not call traffic so we elected to advise ATC of conflict at later time for their review. Several minutes later we were cleared from FL320 to FL360 by ATC. After initiating the climb we were asked for our rate of climb. We responded with 4;000 FPM. ATC then asked if we could maintain that VSI to FL380. We responded that we could hold 3;500 FPM to FL380. ATC then cleared us to FL380 while maintaining 3;500 FPM in the climb which we complied with. A short while later we heard ATC asking another aircraft (with a similar number) for his rate of climb. He replied with 1;500 FPM. Then ATC asked for clarification as to whom was maintaining 3;500 FPM and FL380 to which we replied.In reviewing the facts; I believe that there were two potential issues here. The first was ATC not advising of traffic as we were cleared from 10;000 to 17;000 causing a RA. The second was ATC calling the incorrect N-number or us responding to a call for the wrong N-number. This could have been avoided by a statement of 'like' N-numbers on the same frequency.
Data retrieved from NASA's ASRS site 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.