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|
Attributes | |
ACN | 203757 |
Time | |
Date | 199203 |
Day | Wed |
Local Time Of Day | 0601 To 1200 |
Place | |
Locale Reference | airport : lga |
State Reference | NY |
Altitude | msl bound lower : 9000 msl bound upper : 9000 |
Environment | |
Flight Conditions | VMC |
Light | Daylight |
Aircraft 1 | |
Controlling Facilities | tracon : n90 |
Operator | common carrier : air carrier |
Make Model Name | Medium Large Transport, Low Wing, 2 Turbojet Eng |
Navigation In Use | Other Other |
Flight Phase | climbout : intermediate altitude |
Route In Use | enroute : direct enroute : on vectors enroute airway : n90 |
Flight Plan | IFR |
Aircraft 2 | |
Make Model Name | Any Unknown or Unlisted Aircraft Manufacturer |
Person 1 | |
Affiliation | company : air carrier |
Function | flight crew : captain oversight : pic |
Qualification | pilot : instrument pilot : flight engineer pilot : cfi pilot : atp |
Experience | flight time last 90 days : 200 flight time total : 15500 flight time type : 5000 |
ASRS Report | 203757 |
Person 2 | |
Affiliation | company : air carrier |
Function | flight crew : first officer |
Qualification | pilot : atp |
Events | |
Anomaly | conflict : airborne less severe other anomaly other |
Independent Detector | aircraft equipment other aircraft equipment : unspecified other flight crewa |
Resolutory Action | flight crew : took evasive action |
Consequence | Other |
Miss Distance | horizontal : 18000 vertical : 300 |
Supplementary | |
Primary Problem | Flight Crew Human Performance |
Air Traffic Incident | other |
Narrative:
After takeoff, out of lga on the departure procedure, we were issued a heading of 290 degree, headed south down the hudson river, climbing to 12000 ft MSL. The TCASII initially called a TA and then an RA to 'monitor vertical speed,' which dictated that we reduce our rate of climb, which we did. The traffic passed off of our right side (west side) within several mi. We acquired the traffic visually, and complied with the TCASII instructions. The traffic passed uneventfully off of the right side, and the controller said nothing nor did he indicate that there was a potential problem. TCASII functioned as it would have, as we passed about 300 ft below the opposite direction traffic. I believe that TCASII is an important and valuable safety tool. The controller may have issued our turn from 340 degree (after takeoff from runway 31 at lga) to the 190 degree heading, later than usual (normal) resulting in the possible, potential conflict. There were no abrupt maneuvers used to avoid the conflict. We used both visual and TCASII to avoid a conflict.
Original NASA ASRS Text
Title: ACR FLC RESPONSE TO TCASII ALERT.
Narrative: AFTER TKOF, OUT OF LGA ON THE DEP PROC, WE WERE ISSUED A HDG OF 290 DEG, HEADED S DOWN THE HUDSON RIVER, CLBING TO 12000 FT MSL. THE TCASII INITIALLY CALLED A TA AND THEN AN RA TO 'MONITOR VERT SPD,' WHICH DICTATED THAT WE REDUCE OUR RATE OF CLB, WHICH WE DID. THE TFC PASSED OFF OF OUR R SIDE (W SIDE) WITHIN SEVERAL MI. WE ACQUIRED THE TFC VISUALLY, AND COMPLIED WITH THE TCASII INSTRUCTIONS. THE TFC PASSED UNEVENTFULLY OFF OF THE R SIDE, AND THE CTLR SAID NOTHING NOR DID HE INDICATE THAT THERE WAS A POTENTIAL PROBLEM. TCASII FUNCTIONED AS IT WOULD HAVE, AS WE PASSED ABOUT 300 FT BELOW THE OPPOSITE DIRECTION TFC. I BELIEVE THAT TCASII IS AN IMPORTANT AND VALUABLE SAFETY TOOL. THE CTLR MAY HAVE ISSUED OUR TURN FROM 340 DEG (AFTER TKOF FROM RWY 31 AT LGA) TO THE 190 DEG HDG, LATER THAN USUAL (NORMAL) RESULTING IN THE POSSIBLE, POTENTIAL CONFLICT. THERE WERE NO ABRUPT MANEUVERS USED TO AVOID THE CONFLICT. WE USED BOTH VISUAL AND TCASII TO AVOID A CONFLICT.
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.