Narrative:

On departure out of dfw on 270 degree assigned heading to intercept mqp 079 degree right to mqp. We had leveled at 1000' on worth 4 (hi) departure. We were given traffic at 12 O'clock, 1 mi at 11000' on acton arrival. When that traffic cleared, we were given traffic at 11 O'clock, 7 mi, and told to climb to 17000' and to expedite through 12000'. Airspeed was maintained at 250 KTS to expedite climb. Climbing out of 11700' we saw the 11 O'clock traffic taking evasive action by turning toward the east. Nothing was said by the controller and we were given a frequency change a few seconds alter. The aircraft that took evasive action was an large transport on the acton arrival to dfw. We did not acknowledge contact with the 11 O'clock traffic. The traffic was on a different frequency, so we did not hear his conversation with the arrival controller. While I do not consider this a near miss, it was a potentially dangerous situation created by the controller in an obvious attempt to help us continue our climb. Supplemental information from acn 174043: I do feel the other aircraft had to turn to maintain sep, and I am sure we were on a converging course at or near the same altitude. I don't think we should have been given a climb clearance until clear of traffic, or until we called a visibility on it (we did not). The other aircraft was on a different frequency, so we did not hear if he or the ATC controller initiated the turn. Even though I would not call this a near miss, it had the potential to develop into a dangerous situation.

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Original NASA ASRS Text

Title: DEP CTLR ISSUED TRAFFIC AT 11000' AND 7 NM, THEN GAVE WDB EXPEDITED CLIMB THROUGH THAT TRAFFIC'S ALT. ACFT APPEARED TO HAVE LESS THAN STANDARD SEPARATION.

Narrative: ON DEP OUT OF DFW ON 270 DEG ASSIGNED HDG TO INTERCEPT MQP 079 DEG R TO MQP. WE HAD LEVELED AT 1000' ON WORTH 4 (HI) DEP. WE WERE GIVEN TFC AT 12 O'CLOCK, 1 MI AT 11000' ON ACTON ARR. WHEN THAT TFC CLRED, WE WERE GIVEN TFC AT 11 O'CLOCK, 7 MI, AND TOLD TO CLB TO 17000' AND TO EXPEDITE THROUGH 12000'. AIRSPD WAS MAINTAINED AT 250 KTS TO EXPEDITE CLB. CLBING OUT OF 11700' WE SAW THE 11 O'CLOCK TFC TAKING EVASIVE ACTION BY TURNING TOWARD THE E. NOTHING WAS SAID BY THE CTLR AND WE WERE GIVEN A FREQ CHANGE A FEW SECS ALTER. THE ACFT THAT TOOK EVASIVE ACTION WAS AN LGT ON THE ACTON ARR TO DFW. WE DID NOT ACKNOWLEDGE CONTACT WITH THE 11 O'CLOCK TFC. THE TFC WAS ON A DIFFERENT FREQ, SO WE DID NOT HEAR HIS CONVERSATION WITH THE ARR CTLR. WHILE I DO NOT CONSIDER THIS A NEAR MISS, IT WAS A POTENTIALLY DANGEROUS SITUATION CREATED BY THE CTLR IN AN OBVIOUS ATTEMPT TO HELP US CONTINUE OUR CLB. SUPPLEMENTAL INFO FROM ACN 174043: I DO FEEL THE OTHER ACFT HAD TO TURN TO MAINTAIN SEP, AND I AM SURE WE WERE ON A CONVERGING COURSE AT OR NEAR THE SAME ALT. I DON'T THINK WE SHOULD HAVE BEEN GIVEN A CLB CLRNC UNTIL CLR OF TFC, OR UNTIL WE CALLED A VIS ON IT (WE DID NOT). THE OTHER ACFT WAS ON A DIFFERENT FREQ, SO WE DID NOT HEAR IF HE OR THE ATC CTLR INITIATED THE TURN. EVEN THOUGH I WOULD NOT CALL THIS A NEAR MISS, IT HAD THE POTENTIAL TO DEVELOP INTO A DANGEROUS SITUATION.

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.