Narrative:

Aircraft departed runway 12 at mia on a clear day with unlimited visibility. ATC assigned various radar vectors on course. Crew was assigned and accepted a heading of 280 degrees to intercept the 316 degree right off the mia VOR. The captain was flying the aircraft and the first officer was working the radio. Our aircraft is not equipped with an autoplt. At approximately 4 mi east of the VOR the captain turned to a northwest heading anticipating passing the station. This turn was made in error. The first officer mentioned the heading change and the captain said he had 'screwed up' and was correcting. The captain initiated a left turn back toward our original assigned heading. His turn was rather slow, using only 5-10 degrees of bank. During our turn center shouted to an air carrier Y light transport to turn right immediately for conflicting traffic 12 O'clock, less than 1 mi. He then issued a clearance for us to turn left heading 270 degrees (approximately a 40 degree heading change) and descend to 11000' immediately, that we had conflicting traffic off our right wing tip, less than 1 mi. We immediately turned and descended. At the time we received the call we were at 11500' climbing to 12000', heading nwbnd. The air carrier Y was on a northwest to west heading climbing and was at our altitude. The distance and altitude of the conflicting aircraft was verified by the first officer (myself). We were at the same altitude as air carrier Y and he was less than 1/2 mi, closing rapidly. I did not initially see the light transport because he was approaching us from our 5 O'clock position. This was the first day of a 3 day trip and the crew had been on duty for approximately 6 hours. The crew was properly rested and prepared for the flight. This was the last leg of the day. What can be learned from this is that as soon as the error is discovered, immediate action must be taken to correct the situation. Had a steeper angle of bank been used, say 30 instead of 5 degrees, the situation probably would have been avoided. When south mistake is noticed, immediate and effective action must be taken to correct the situation. Using 5-10 degrees of bank in the interest of passenger comfort is great, but in the case where you are obviously trying to correct for a mistake and get back on course. Safety must come ahead of passenger comfort.

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Original NASA ASRS Text

Title: CLOSE PROX 2 ACR LTT ACFT ON RADAR DEP FROM MIA.

Narrative: ACFT DEPARTED RWY 12 AT MIA ON A CLR DAY WITH UNLIMITED VISIBILITY. ATC ASSIGNED VARIOUS RADAR VECTORS ON COURSE. CREW WAS ASSIGNED AND ACCEPTED A HDG OF 280 DEGS TO INTERCEPT THE 316 DEG R OFF THE MIA VOR. THE CAPT WAS FLYING THE ACFT AND THE F/O WAS WORKING THE RADIO. OUR ACFT IS NOT EQUIPPED WITH AN AUTOPLT. AT APPROX 4 MI E OF THE VOR THE CAPT TURNED TO A NW HDG ANTICIPATING PASSING THE STATION. THIS TURN WAS MADE IN ERROR. THE F/O MENTIONED THE HDG CHANGE AND THE CAPT SAID HE HAD 'SCREWED UP' AND WAS CORRECTING. THE CAPT INITIATED A LEFT TURN BACK TOWARD OUR ORIGINAL ASSIGNED HDG. HIS TURN WAS RATHER SLOW, USING ONLY 5-10 DEGS OF BANK. DURING OUR TURN CENTER SHOUTED TO AN ACR Y LTT TO TURN RIGHT IMMEDIATELY FOR CONFLICTING TFC 12 O'CLOCK, LESS THAN 1 MI. HE THEN ISSUED A CLRNC FOR US TO TURN LEFT HDG 270 DEGS (APPROX A 40 DEG HDG CHANGE) AND DSND TO 11000' IMMEDIATELY, THAT WE HAD CONFLICTING TFC OFF OUR RIGHT WING TIP, LESS THAN 1 MI. WE IMMEDIATELY TURNED AND DSNDED. AT THE TIME WE RECEIVED THE CALL WE WERE AT 11500' CLBING TO 12000', HDG NWBND. THE ACR Y WAS ON A NW TO W HDG CLBING AND WAS AT OUR ALT. THE DISTANCE AND ALT OF THE CONFLICTING ACFT WAS VERIFIED BY THE F/O (MYSELF). WE WERE AT THE SAME ALT AS ACR Y AND HE WAS LESS THAN 1/2 MI, CLOSING RAPIDLY. I DID NOT INITIALLY SEE THE LTT BECAUSE HE WAS APCHING US FROM OUR 5 O'CLOCK POS. THIS WAS THE FIRST DAY OF A 3 DAY TRIP AND THE CREW HAD BEEN ON DUTY FOR APPROX 6 HRS. THE CREW WAS PROPERLY RESTED AND PREPARED FOR THE FLT. THIS WAS THE LAST LEG OF THE DAY. WHAT CAN BE LEARNED FROM THIS IS THAT AS SOON AS THE ERROR IS DISCOVERED, IMMEDIATE ACTION MUST BE TAKEN TO CORRECT THE SITUATION. HAD A STEEPER ANGLE OF BANK BEEN USED, SAY 30 INSTEAD OF 5 DEGS, THE SITUATION PROBABLY WOULD HAVE BEEN AVOIDED. WHEN S MISTAKE IS NOTICED, IMMEDIATE AND EFFECTIVE ACTION MUST BE TAKEN TO CORRECT THE SITUATION. USING 5-10 DEGS OF BANK IN THE INTEREST OF PAX COMFORT IS GREAT, BUT IN THE CASE WHERE YOU ARE OBVIOUSLY TRYING TO CORRECT FOR A MISTAKE AND GET BACK ON COURSE. SAFETY MUST COME AHEAD OF PAX COMFORT.

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.