Narrative:

Approximately 3 mins before the incident, cleared by clt ATC from 8000 ft to 9000 ft and direct the ctf VOR. At 9000 ft, 27 NM northwest of the ctf VOR, we received a TA 900 ft above and descending. Since it occurs often in that area that jet traffic descends through its altitude and then returns, we did not respond to this descent. When the second TA 500 ft above and descending went off, I thought this guy is really bad. A third TA went off and I was about to verify our altitude of 9000 ft when the clt controller advised us 'TA, turn right to 090 degrees, medium large transport 12 O'clock has been told to turn to 270 degrees.' before we verbally could respond the TCASII gave us an RA 'climb, climb now,' showing traffic 12 O'clock same altitude. While turning to 090 degree heading, I applied full power and back pressure, seeing the medium large transport in our 12 O'clock position gaining fast. The RA strengthened to 'increase climb, increase climb.' the medium large transport passed us within 500 ft to the right. According to the TCASII and what we saw, the medium large transport never left its 9000 ft altitude. After passing, the controller came back on, sounding shaken up and was relieved by another controller. I feel that these near midair incidents that occur in clt airspace could be prevented if a solid arrival/departure procedure was established and followed at all times. Pilots who use the clt airspace frequently know at all times what to expect and can question any deviation. Dca, who most pilots consider a hazardous airport, has the same arrival/departure procedure as well as VFR and IFR giving the pilots the opportunity to know what to expect of their controllers.

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Original NASA ASRS Text

Title: TCASII WAS NO HELP IN EVADING A CLOSE NMAC.

Narrative: APPROX 3 MINS BEFORE THE INCIDENT, CLRED BY CLT ATC FROM 8000 FT TO 9000 FT AND DIRECT THE CTF VOR. AT 9000 FT, 27 NM NW OF THE CTF VOR, WE RECEIVED A TA 900 FT ABOVE AND DSNDING. SINCE IT OCCURS OFTEN IN THAT AREA THAT JET TFC DSNDS THROUGH ITS ALT AND THEN RETURNS, WE DID NOT RESPOND TO THIS DSCNT. WHEN THE SECOND TA 500 FT ABOVE AND DSNDING WENT OFF, I THOUGHT THIS GUY IS REALLY BAD. A THIRD TA WENT OFF AND I WAS ABOUT TO VERIFY OUR ALT OF 9000 FT WHEN THE CLT CTLR ADVISED US 'TA, TURN R TO 090 DEGS, MLG 12 O'CLOCK HAS BEEN TOLD TO TURN TO 270 DEGS.' BEFORE WE VERBALLY COULD RESPOND THE TCASII GAVE US AN RA 'CLB, CLB NOW,' SHOWING TFC 12 O'CLOCK SAME ALT. WHILE TURNING TO 090 DEG HDG, I APPLIED FULL PWR AND BACK PRESSURE, SEEING THE MLG IN OUR 12 O'CLOCK POS GAINING FAST. THE RA STRENGTHENED TO 'INCREASE CLB, INCREASE CLB.' THE MLG PASSED US WITHIN 500 FT TO THE R. ACCORDING TO THE TCASII AND WHAT WE SAW, THE MLG NEVER LEFT ITS 9000 FT ALT. AFTER PASSING, THE CTLR CAME BACK ON, SOUNDING SHAKEN UP AND WAS RELIEVED BY ANOTHER CTLR. I FEEL THAT THESE NEAR MIDAIR INCIDENTS THAT OCCUR IN CLT AIRSPACE COULD BE PREVENTED IF A SOLID ARR/DEP PROC WAS ESTABLISHED AND FOLLOWED AT ALL TIMES. PLTS WHO USE THE CLT AIRSPACE FREQUENTLY KNOW AT ALL TIMES WHAT TO EXPECT AND CAN QUESTION ANY DEV. DCA, WHO MOST PLTS CONSIDER A HAZARDOUS ARPT, HAS THE SAME ARR/DEP PROC AS WELL AS VFR AND IFR GIVING THE PLTS THE OPPORTUNITY TO KNOW WHAT TO EXPECT OF THEIR CTLRS.

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.