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Potential conflict less than standard separation evolves into near midair collision on departure procedure from airport with multiple runway operation parallel runways.
| Attributes | |
| ACN | 191762 |
| Time | |
| Date | 199110 |
| Day | Wed |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : dtw |
| State Reference | MI |
| Altitude | agl bound lower : 0 agl bound upper : 1000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tower : dtw tracon : cae |
| Operator | common carrier : air taxi |
| Make Model Name | Small Transport, Low Wing, 2 Recip Eng |
| Flight Phase | climbout : initial climbout : intermediate altitude |
| Route In Use | departure other enroute : on vectors |
| Flight Plan | IFR |
| Aircraft 2 | |
| Operator | common carrier : air carrier |
| Make Model Name | Medium Large Transport, Low Wing, 2 Turbojet Eng |
| Flight Phase | climbout : initial climbout : intermediate altitude climbout : takeoff |
| Route In Use | enroute : on vectors |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air taxi |
| Function | flight crew : single pilot |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 100 flight time total : 5800 flight time type : 250 |
| ASRS Report | 191762 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Events | |
| Anomaly | non adherence : published procedure other anomaly other |
| Independent Detector | other flight crewa |
| Resolutory Action | flight crew : exited adverse environment flight crew : took evasive action |
| Consequence | Other |
| Miss Distance | horizontal : 500 vertical : 0 |
| Supplementary | |
| Primary Problem | ATC Human Performance |
| Air Traffic Incident | Pilot Deviation |
| Situations | |
| ATC Facility | procedure or policy : unspecified |
Narrative:
All 3 parallel runways were in use (21L, 21C, 21R). I was cleared to takeoff 21L, fly runway heading (IFR to grr) and tower advised they would call my turn after departure. After I acknowledged and started the takeoff roll, I heard tower clear an air carrier airlines medium large transport to depart on runway 21C 'fly heading 200.' after liftoff, maybe 50 ft in the air, tower called the medium large transport out to me as traffic. I advised I had the medium large transport in sight and tower reiterated the medium large transport was flying a 200 heading, to maintain a visual and turn right to a 260 degree heading. At this time the medium large transport was pulling into a 3 O'clock position off my right wing. My airspeed in the climb (140 indicated) was such that the relative position of my aircraft and the medium large transport was not changing. With a strong westerly wind I noted that the combination of the 200 degree heading of the medium large transport and the wind was causing the lateral separation between our aircraft to decrease. At that point I would estimate 500 ft lateral separation, and decreasing. Not able to make a right turn to 260 degree, I decided to increase climb angle to slow and fall behind the medium large transport, then turned to 260 degree and continued on as directed. In hindsight I feel this incident could have been avoided and little inconvenience caused if the controller had departed the medium large transport first, thus I could have made the appropriate turn without problem. This situation was such that I don't feel there was any real safety problem, however, I am surprised that the captain of the medium large transport initiated his takeoff, or that he made the turn to 200 degree knowing of the impending traffic conflict. I myself was surprised that the takeoff clearance was given to the medium large transport as I started down the runway!
Original NASA ASRS Text
Title: POTENTIAL CONFLICT LTSS EVOLVES INTO NMAC ON DEP PROC FROM ARPT WITH MULTIPLE RWY OP PARALLEL RWYS.
Narrative: ALL 3 PARALLEL RWYS WERE IN USE (21L, 21C, 21R). I WAS CLRED TO TKOF 21L, FLY RWY HDG (IFR TO GRR) AND TWR ADVISED THEY WOULD CALL MY TURN AFTER DEP. AFTER I ACKNOWLEDGED AND STARTED THE TKOF ROLL, I HEARD TWR CLR AN ACR AIRLINES MLG TO DEPART ON RWY 21C 'FLY HDG 200.' AFTER LIFTOFF, MAYBE 50 FT IN THE AIR, TWR CALLED THE MLG OUT TO ME AS TFC. I ADVISED I HAD THE MLG IN SIGHT AND TWR REITERATED THE MLG WAS FLYING A 200 HDG, TO MAINTAIN A VISUAL AND TURN R TO A 260 DEG HDG. AT THIS TIME THE MLG WAS PULLING INTO A 3 O'CLOCK POS OFF MY R WING. MY AIRSPD IN THE CLB (140 INDICATED) WAS SUCH THAT THE RELATIVE POS OF MY ACFT AND THE MLG WAS NOT CHANGING. WITH A STRONG WESTERLY WIND I NOTED THAT THE COMBINATION OF THE 200 DEG HDG OF THE MLG AND THE WIND WAS CAUSING THE LATERAL SEPARATION BTWN OUR ACFT TO DECREASE. AT THAT POINT I WOULD ESTIMATE 500 FT LATERAL SEPARATION, AND DECREASING. NOT ABLE TO MAKE A R TURN TO 260 DEG, I DECIDED TO INCREASE CLB ANGLE TO SLOW AND FALL BEHIND THE MLG, THEN TURNED TO 260 DEG AND CONTINUED ON AS DIRECTED. IN HINDSIGHT I FEEL THIS INCIDENT COULD HAVE BEEN AVOIDED AND LITTLE INCONVENIENCE CAUSED IF THE CTLR HAD DEPARTED THE MLG FIRST, THUS I COULD HAVE MADE THE APPROPRIATE TURN WITHOUT PROBLEM. THIS SITUATION WAS SUCH THAT I DON'T FEEL THERE WAS ANY REAL SAFETY PROBLEM, HOWEVER, I AM SURPRISED THAT THE CAPT OF THE MLG INITIATED HIS TKOF, OR THAT HE MADE THE TURN TO 200 DEG KNOWING OF THE IMPENDING TFC CONFLICT. I MYSELF WAS SURPRISED THAT THE TKOF CLRNC WAS GIVEN TO THE MLG AS I STARTED DOWN THE RWY!
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.