Narrative:

We, in air carrier X were cleared into position and hold on runway 27L. While taxiing into position air carrier Y was given a go around by tower for runway 35. Tower on second call to air carrier Y cleared him for a left downwind for runway 35. About 102 mins later we were cleared for takeoff. Our aircraft weight for takeoff was 106000#. 'Told' card speeds were for 120000 pounds. The aircraft leaped into the air with a climb rate in excess of 4000 FPM. We were cleared for a philly 5 departure, which is a 255 degree heading after takeoff and climb to 5000'. During our initial departure phase, I was very concerned over the whereabouts of air carrier Y that was flying a track that would cross my departure path. Tower switched us to departure frequency. After checking in with departure control, I started to look out the windshield for traffic. I then noticed rotating and navigation lights in the center windshield. At that point, my altitude was about 1100' MSL and air carrier Y was about 1500' MSL. My horizontal distance from Y estimated to be around 1000-1500'. I took command of the aircraft and pushed the nose over and pulled the power back. I lost about 200' of altitude while commencing a shallow angle of bank turn to the wsw. I did not want to make a large angle of bank turn to avoid losing sight of him, and possibly pass directly underneath that aircraft. In addition, I was concerned with obstacles to the south where there is a 1049' tower about 10 mi south of the runway. Once I determined that air carrier Y had turned to a west heading, I commenced a 30 degree bank turn to a 190 degree heading and climb to 4000' per departure control instructions. When I arrived at my next destination, a message was there to call the ATC supervisor for phl. During my conversation, he told me that he expected the air carrier Y pilot to fly a downwind, for runway 35, over the #south of runway 27L. I told him that would put the aircraft too close to the runway, in my opinion. I said the tower should not have cleared us for takeoff. In retrospect, I believe our flight paths would have crossed if I had not taken evasive action.

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Original NASA ASRS Text

Title: NMAC BETWEEN 2 ACR ACFT IN TRAFFIC PATTERN. OPERATIONAL ERROR.

Narrative: WE, IN ACR X WERE CLRED INTO POS AND HOLD ON RWY 27L. WHILE TAXIING INTO POS ACR Y WAS GIVEN A GAR BY TWR FOR RWY 35. TWR ON SECOND CALL TO ACR Y CLRED HIM FOR A LEFT DOWNWIND FOR RWY 35. ABOUT 102 MINS LATER WE WERE CLRED FOR TKOF. OUR ACFT WT FOR TKOF WAS 106000#. 'TOLD' CARD SPDS WERE FOR 120000 LBS. THE ACFT LEAPED INTO THE AIR WITH A CLB RATE IN EXCESS OF 4000 FPM. WE WERE CLRED FOR A PHILLY 5 DEP, WHICH IS A 255 DEG HDG AFTER TKOF AND CLB TO 5000'. DURING OUR INITIAL DEP PHASE, I WAS VERY CONCERNED OVER THE WHEREABOUTS OF ACR Y THAT WAS FLYING A TRACK THAT WOULD CROSS MY DEP PATH. TWR SWITCHED US TO DEP FREQ. AFTER CHKING IN WITH DEP CTL, I STARTED TO LOOK OUT THE WINDSHIELD FOR TFC. I THEN NOTICED ROTATING AND NAV LIGHTS IN THE CENTER WINDSHIELD. AT THAT POINT, MY ALT WAS ABOUT 1100' MSL AND ACR Y WAS ABOUT 1500' MSL. MY HORIZ DISTANCE FROM Y ESTIMATED TO BE AROUND 1000-1500'. I TOOK COMMAND OF THE ACFT AND PUSHED THE NOSE OVER AND PULLED THE PWR BACK. I LOST ABOUT 200' OF ALT WHILE COMMENCING A SHALLOW ANGLE OF BANK TURN TO THE WSW. I DID NOT WANT TO MAKE A LARGE ANGLE OF BANK TURN TO AVOID LOSING SIGHT OF HIM, AND POSSIBLY PASS DIRECTLY UNDERNEATH THAT ACFT. IN ADDITION, I WAS CONCERNED WITH OBSTACLES TO THE S WHERE THERE IS A 1049' TWR ABOUT 10 MI S OF THE RWY. ONCE I DETERMINED THAT ACR Y HAD TURNED TO A W HDG, I COMMENCED A 30 DEG BANK TURN TO A 190 DEG HDG AND CLB TO 4000' PER DEP CTL INSTRUCTIONS. WHEN I ARRIVED AT MY NEXT DEST, A MESSAGE WAS THERE TO CALL THE ATC SUPVR FOR PHL. DURING MY CONVERSATION, HE TOLD ME THAT HE EXPECTED THE ACR Y PLT TO FLY A DOWNWIND, FOR RWY 35, OVER THE #S OF RWY 27L. I TOLD HIM THAT WOULD PUT THE ACFT TOO CLOSE TO THE RWY, IN MY OPINION. I SAID THE TWR SHOULD NOT HAVE CLRED US FOR TKOF. IN RETROSPECT, I BELIEVE OUR FLT PATHS WOULD HAVE CROSSED IF I HAD NOT TAKEN EVASIVE ACTION.

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.