Narrative:

While acting as first officer departing mia en route to pbi we had a near miss with air carrier Y, who was departing fll. We had departed mia and received clearance to 4000' along with radar vectors to PBI8. We received a vector from a heading of 090 to 360 degrees. As we turned to 360 degrees, the captain instructed me to turn back to the east immediately, because air carrier Y was right in front of us, passing through our altitude of 4000'. Air carrier Y was in fact cleared to 5000'. The controller had thought that we would pass behind air carrier Y when we were given the 360 degree heading. Given the rate of turn that I had the aircraft in, we would have hit the aircraft amid ships. I had the aircraft in a 25 degree left turn when we first saw him, after which I rolled hard right at 60 degree bank angle to avoid him. We informed the controller of the conflict and received vectors back toward pbi. Air carrier Y was on runway heading (090 degrees) out of fll and was cleared to 5000'. He never saw us and we never heard a response to the situation over the radio. The position of our aircraft at the time of the near miss was approximately 1/2-1 mi east of the shoreline, approximately 2 mi southeast of the airport center at fll. We were just south of the runway 9L extended centerline. The cause of this near miss was poor judgement on the controller who was working frequency 126.05, he thought we would pass behind with no consideration to our turn rate. Even if we had exceeded the aircraft's normal bank angle, we would have still been way too close to this aircraft. To prevent this from happening again, hire back the old controllers and do training at another area and not at the mia ATC of RAPCON. The wkends at mia RAPCON and ZMA are the worst ATC handlings in the nation!

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Original NASA ASRS Text

Title: A DEPARTING ACR CLIMBED THROUGH THE ALT OF ANOTHER ACR ENROUTE.

Narrative: WHILE ACTING AS F/O DEPARTING MIA ENRTE TO PBI WE HAD A NEAR MISS WITH ACR Y, WHO WAS DEPARTING FLL. WE HAD DEPARTED MIA AND RECEIVED CLRNC TO 4000' ALONG WITH RADAR VECTORS TO PBI8. WE RECEIVED A VECTOR FROM A HDG OF 090 TO 360 DEGS. AS WE TURNED TO 360 DEGS, THE CAPT INSTRUCTED ME TO TURN BACK TO THE E IMMEDIATELY, BECAUSE ACR Y WAS RIGHT IN FRONT OF US, PASSING THROUGH OUR ALT OF 4000'. ACR Y WAS IN FACT CLRED TO 5000'. THE CTLR HAD THOUGHT THAT WE WOULD PASS BEHIND ACR Y WHEN WE WERE GIVEN THE 360 DEG HDG. GIVEN THE RATE OF TURN THAT I HAD THE ACFT IN, WE WOULD HAVE HIT THE ACFT AMID SHIPS. I HAD THE ACFT IN A 25 DEG LEFT TURN WHEN WE FIRST SAW HIM, AFTER WHICH I ROLLED HARD RIGHT AT 60 DEG BANK ANGLE TO AVOID HIM. WE INFORMED THE CTLR OF THE CONFLICT AND RECEIVED VECTORS BACK TOWARD PBI. ACR Y WAS ON RWY HDG (090 DEGS) OUT OF FLL AND WAS CLRED TO 5000'. HE NEVER SAW US AND WE NEVER HEARD A RESPONSE TO THE SITUATION OVER THE RADIO. THE POS OF OUR ACFT AT THE TIME OF THE NEAR MISS WAS APPROX 1/2-1 MI E OF THE SHORELINE, APPROX 2 MI SE OF THE ARPT CENTER AT FLL. WE WERE JUST S OF THE RWY 9L EXTENDED CENTERLINE. THE CAUSE OF THIS NEAR MISS WAS POOR JUDGEMENT ON THE CTLR WHO WAS WORKING FREQ 126.05, HE THOUGHT WE WOULD PASS BEHIND WITH NO CONSIDERATION TO OUR TURN RATE. EVEN IF WE HAD EXCEEDED THE ACFT'S NORMAL BANK ANGLE, WE WOULD HAVE STILL BEEN WAY TOO CLOSE TO THIS ACFT. TO PREVENT THIS FROM HAPPENING AGAIN, HIRE BACK THE OLD CTLRS AND DO TRNING AT ANOTHER AREA AND NOT AT THE MIA ATC OF RAPCON. THE WKENDS AT MIA RAPCON AND ZMA ARE THE WORST ATC HANDLINGS IN THE NATION!

Data retrieved from NASA's ASRS site as of July 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.