Narrative:

Air carrier X on 070 degree heading approximately 2500 ft MSL flaps 5 degrees wings level speed 210 KIAS climbing 1200 FPM. We received a TCASII TA while still on tower frequency approximately 3 O'clock position 2 mi (we were on 10 mi scale). Target was amber 100 ft climbing. Approximately 5-7 seconds later io said I see him 2 O'clock low. First officer said I see him below, climb. I pulled the nose up an additional 5-7 degrees. TA changed to RA. Target turned red, ivsi indicated green 0-250 descend, red in climb area. Climb was now 2500 FPM, airspeed decreasing altitude approximately 3000 ft MSL. First officer said target still in sight in steep right bank -- closing now, 1-200 ft below us. As we passed 3000 ft MSL, we called tower and told them we were responding to an RA alert. They asked us to level at 3000. We replied not possible. They responded turn to 040 degrees and change to departure control. Intruder now below us 700 ft. Upon contact with departure control they asked us to level at current altitude, which was 4000 ft on 040 degree heading. Climb was made based on initial visual contact before RA, and low altitude (2500 MSL) was also a factor. MSA 2600 ft in that sector. Supplemental information from acn 239192: trouble first perceived while steady on 070 degrees accelerating through flap cleanup/TCASII now on TA/RA. I observed close target on TCASII, 100 ft climbing at 2-3 O'clock. Received TA soon thereafter. I said, 'he's near our altitude...I don't see him.' third pilot (io) -- there he is (clock position). I said -- I see him, he's coming at us, climb! Simultaneously, I saw the lights of TCASII and heard a command, but did not perceive either. (I saw a well-lighted narrow body at 2 O'clock converging from the right very slightly below.) supplemental information from acn 239103: cleared for an immediate takeoff runway 4L. At about rotation, tower requested all aircraft on frequency to check for a stuck microphone. During our cleanup phase we could barely make out because of the stuck microphone a request for heading and altitude. We read back our heading as runway heading 040 climbing through 2000 ft. After that transmission, I could only hear a cockpit conversation from the stuck microphone aircraft. I told the first officer to contact departure because we could not hear tower. At about the same time the first officer is making the call to departure, I spotted conflicting traffic at our 10 O'clock position and above use, also traffic is converging estimated 050-080 heading. I call the traffic to the attention of the first officer and start to level the airplane. Keeping the other aircraft in sight, I level at 3000 ft. By this time we are talking to departure and he advises us of traffic at about 10 O'clock and 1500 ft above us. We confirm the traffic in sight and advise him of our leveling at 3000 ft. After a few seconds of no instructions, he tells us to maintain visual with traffic and gives us a heading of 140. We accept the heading but tell him we are unable to maintain visual with the traffic. Once headed sbound, we were cleared to our original altitude of 5000 ft and the conflict was over. The departure runways are unsafe in IFR conditions, because giving an aircraft departing 32R a clearance to fly anything east of 040 so close to the airport with traffic off of 4L allows no safety margin.

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Original NASA ASRS Text

Title: ACR X TCASII TA RA DSND, CLBED TO AVOID ACR Y. ACR X HAD LTSS FROM ACR Y. EVASIVE ACTION TAKEN. SYS ERROR. ACFT EQUIP PROB STUCK MIKE.

Narrative: ACR X ON 070 DEG HDG APPROX 2500 FT MSL FLAPS 5 DEGS WINGS LEVEL SPD 210 KIAS CLBING 1200 FPM. WE RECEIVED A TCASII TA WHILE STILL ON TWR FREQ APPROX 3 O'CLOCK POS 2 MI (WE WERE ON 10 MI SCALE). TARGET WAS AMBER 100 FT CLBING. APPROX 5-7 SECONDS LATER IO SAID I SEE HIM 2 O'CLOCK LOW. FO SAID I SEE HIM BELOW, CLB. I PULLED THE NOSE UP AN ADDITIONAL 5-7 DEGS. TA CHANGED TO RA. TARGET TURNED RED, IVSI INDICATED GREEN 0-250 DSND, RED IN CLB AREA. CLB WAS NOW 2500 FPM, AIRSPD DECREASING ALT APPROX 3000 FT MSL. FO SAID TARGET STILL IN SIGHT IN STEEP R BANK -- CLOSING NOW, 1-200 FT BELOW US. AS WE PASSED 3000 FT MSL, WE CALLED TWR AND TOLD THEM WE WERE RESPONDING TO AN RA ALERT. THEY ASKED US TO LEVEL AT 3000. WE REPLIED NOT POSSIBLE. THEY RESPONDED TURN TO 040 DEGS AND CHANGE TO DEP CTL. INTRUDER NOW BELOW US 700 FT. UPON CONTACT WITH DEP CTL THEY ASKED US TO LEVEL AT CURRENT ALT, WHICH WAS 4000 FT ON 040 DEG HDG. CLB WAS MADE BASED ON INITIAL VISUAL CONTACT BEFORE RA, AND LOW ALT (2500 MSL) WAS ALSO A FACTOR. MSA 2600 FT IN THAT SECTOR. SUPPLEMENTAL INFO FROM ACN 239192: TROUBLE FIRST PERCEIVED WHILE STEADY ON 070 DEGS ACCELERATING THROUGH FLAP CLEANUP/TCASII NOW ON TA/RA. I OBSERVED CLOSE TARGET ON TCASII, 100 FT CLBING AT 2-3 O'CLOCK. RECEIVED TA SOON THEREAFTER. I SAID, 'HE'S NEAR OUR ALT...I DON'T SEE HIM.' THIRD PLT (IO) -- THERE HE IS (CLOCK POS). I SAID -- I SEE HIM, HE'S COMING AT US, CLB! SIMULTANEOUSLY, I SAW THE LIGHTS OF TCASII AND HEARD A COMMAND, BUT DID NOT PERCEIVE EITHER. (I SAW A WELL-LIGHTED NARROW BODY AT 2 O'CLOCK CONVERGING FROM THE R VERY SLIGHTLY BELOW.) SUPPLEMENTAL INFO FROM ACN 239103: CLRED FOR AN IMMEDIATE TKOF RWY 4L. AT ABOUT ROTATION, TWR REQUESTED ALL ACFT ON FREQ TO CHK FOR A STUCK MIKE. DURING OUR CLEANUP PHASE WE COULD BARELY MAKE OUT BECAUSE OF THE STUCK MIKE A REQUEST FOR HDG AND ALT. WE READ BACK OUR HDG AS RWY HDG 040 CLBING THROUGH 2000 FT. AFTER THAT XMISSION, I COULD ONLY HEAR A COCKPIT CONVERSATION FROM THE STUCK MIKE ACFT. I TOLD THE FO TO CONTACT DEP BECAUSE WE COULD NOT HEAR TWR. AT ABOUT THE SAME TIME THE FO IS MAKING THE CALL TO DEP, I SPOTTED CONFLICTING TFC AT OUR 10 O'CLOCK POS AND ABOVE USE, ALSO TFC IS CONVERGING ESTIMATED 050-080 HDG. I CALL THE TFC TO THE ATTN OF THE FO AND START TO LEVEL THE AIRPLANE. KEEPING THE OTHER ACFT IN SIGHT, I LEVEL AT 3000 FT. BY THIS TIME WE ARE TALKING TO DEP AND HE ADVISES US OF TFC AT ABOUT 10 O'CLOCK AND 1500 FT ABOVE US. WE CONFIRM THE TFC IN SIGHT AND ADVISE HIM OF OUR LEVELING AT 3000 FT. AFTER A FEW SECONDS OF NO INSTRUCTIONS, HE TELLS US TO MAINTAIN VISUAL WITH TFC AND GIVES US A HDG OF 140. WE ACCEPT THE HDG BUT TELL HIM WE ARE UNABLE TO MAINTAIN VISUAL WITH THE TFC. ONCE HEADED SBOUND, WE WERE CLRED TO OUR ORIGINAL ALT OF 5000 FT AND THE CONFLICT WAS OVER. THE DEP RWYS ARE UNSAFE IN IFR CONDITIONS, BECAUSE GIVING AN ACFT DEPARTING 32R A CLRNC TO FLY ANYTHING E OF 040 SO CLOSE TO THE ARPT WITH TFC OFF OF 4L ALLOWS NO SAFETY MARGIN.

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.