Narrative:

The early morning WX cloudless at the field but with reduced visibility because of a thick haze. Air carrier X was cleared to takeoff with a left turn to 060 degree on runway 15. The first officer answered the transmission and as it was his leg took control of the aircraft and the takeoff was completed normally using noise abatement procedures. A left turn to 060 degree was initiated at 1000' MSL and as we were climbing at V2 to 3000' AGL turn bank was limited to 15 degree as per flight manual. (Note: at the beginning of a trip I always brief my crew on takeoff not to turn below 600' or obstacle clearance altitude which ever is higher. In this case bdl 775' MSL). As we were given a vector off the normal SID after takeoff, I became involved which checking the MSA at bdl which was 3100' all quads (I knew there were hills in the area) and I was tuning the radar to investigate the buildups that appeared in the direction of our turn. I checked in with departure and I forgot to FLIP the switch and tower told me to go to departure. On checking in with departure they told us to 'turn to 090 degree; expedite!' at that time we had turned 30-40 degrees to the left and were accelerating from V2F (O degree flap speed). We immediately increased our turn to a 30 degree bank and complied. This was our first indication that anything was amiss. ATC then told us that the separation with a landing. Aircraft Y was less than 2 mi standard. On discussing this incident later at altitude, I recall being cleared for takeoff, turn to 060 degree heading and there was traffic south of the field. The copilot who rogered the clearance recalled there was an aircraft 8 mi south making an approach to runway 33. During all the activities and distrs of beginning the takeoff at an unfamiliar field we did not make the mental calculation that runway 33 is the reciprocal of 15 and aircraft Y was landing on our runway. We never dreamed we would be cleared to takeoff on the proper runway with opp direction traffic on final. We did make a normal noise abatement climb out and turn. We could have expedited our turn if we had been clearly informed of the aircraft on final approach to our takeoff runway. The tower had taken the initiative and cleared us to takeoff before we even checked in as we approached the end of the runway. At no time did the tower say expedite your takeoff or turn or clarify the reason for this turn or try to establish if we had visibility contact with the landing aircraft. If he had said 'opp direction aircraft on final for this runway at 8 mi,' that would have got out attention! Communications!

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Original NASA ASRS Text

Title: ACR X FAILED TO COMPLY WITH ATC CLRNC HAD LESS THAN STANDARD SEPARATION WITH ACFT Y. PLTDEV.

Narrative: THE EARLY MORNING WX CLOUDLESS AT THE FIELD BUT WITH REDUCED VISIBILITY BECAUSE OF A THICK HAZE. ACR X WAS CLRED TO TKOF WITH A L TURN TO 060 DEG ON RWY 15. THE F/O ANSWERED THE XMISSION AND AS IT WAS HIS LEG TOOK CTL OF THE ACFT AND THE TKOF WAS COMPLETED NORMALLY USING NOISE ABATEMENT PROCS. A L TURN TO 060 DEG WAS INITIATED AT 1000' MSL AND AS WE WERE CLBING AT V2 TO 3000' AGL TURN BANK WAS LIMITED TO 15 DEG AS PER FLT MANUAL. (NOTE: AT THE BEGINNING OF A TRIP I ALWAYS BRIEF MY CREW ON TKOF NOT TO TURN BELOW 600' OR OBSTACLE CLRNC ALT WHICH EVER IS HIGHER. IN THIS CASE BDL 775' MSL). AS WE WERE GIVEN A VECTOR OFF THE NORMAL SID AFTER TKOF, I BECAME INVOLVED WHICH CHKING THE MSA AT BDL WHICH WAS 3100' ALL QUADS (I KNEW THERE WERE HILLS IN THE AREA) AND I WAS TUNING THE RADAR TO INVESTIGATE THE BUILDUPS THAT APPEARED IN THE DIRECTION OF OUR TURN. I CHKED IN WITH DEP AND I FORGOT TO FLIP THE SWITCH AND TWR TOLD ME TO GO TO DEP. ON CHKING IN WITH DEP THEY TOLD US TO 'TURN TO 090 DEG; EXPEDITE!' AT THAT TIME WE HAD TURNED 30-40 DEGS TO THE L AND WERE ACCELERATING FROM V2F (O DEG FLAP SPD). WE IMMEDIATELY INCREASED OUR TURN TO A 30 DEG BANK AND COMPLIED. THIS WAS OUR FIRST INDICATION THAT ANYTHING WAS AMISS. ATC THEN TOLD US THAT THE SEPARATION WITH A LNDG. ACFT Y WAS LESS THAN 2 MI STANDARD. ON DISCUSSING THIS INCIDENT LATER AT ALT, I RECALL BEING CLRED FOR TKOF, TURN TO 060 DEG HDG AND THERE WAS TFC S OF THE FIELD. THE COPLT WHO ROGERED THE CLRNC RECALLED THERE WAS AN ACFT 8 MI S MAKING AN APCH TO RWY 33. DURING ALL THE ACTIVITIES AND DISTRS OF BEGINNING THE TKOF AT AN UNFAMILIAR FIELD WE DID NOT MAKE THE MENTAL CALCULATION THAT RWY 33 IS THE RECIPROCAL OF 15 AND ACFT Y WAS LNDG ON OUR RWY. WE NEVER DREAMED WE WOULD BE CLRED TO TKOF ON THE PROPER RWY WITH OPP DIRECTION TFC ON FINAL. WE DID MAKE A NORMAL NOISE ABATEMENT CLB OUT AND TURN. WE COULD HAVE EXPEDITED OUR TURN IF WE HAD BEEN CLRLY INFORMED OF THE ACFT ON FINAL APCH TO OUR TKOF RWY. THE TWR HAD TAKEN THE INITIATIVE AND CLRED US TO TKOF BEFORE WE EVEN CHKED IN AS WE APCHED THE END OF THE RWY. AT NO TIME DID THE TWR SAY EXPEDITE YOUR TKOF OR TURN OR CLARIFY THE REASON FOR THIS TURN OR TRY TO ESTABLISH IF WE HAD VIS CONTACT WITH THE LNDG ACFT. IF HE HAD SAID 'OPP DIRECTION ACFT ON FINAL FOR THIS RWY AT 8 MI,' THAT WOULD HAVE GOT OUT ATTN! COMS!

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.