Narrative:

While climbing to 10000 ft on departure from dfw an RA on TCASII was received which helped prevent a potential near miss situation. The WX conditions in the local area required ATC to rerte aircraft to basically 1 departure route. We departed dfw behind an air carrier a 757 aircraft which had departed after an air carrier B 737. We were cleared to climb to 10000 ft, heading 050 degrees to intercept the dfw 067 degree radial. Passing 9100 ft a TA was received showing traffic at 2 O'clock and 5 mi, and 900 ft above. At 9400 ft a RA was received with a command to descend. When initiating the descent, the 757 was acquired visually at 10000 ft and less than 2 mi. A clear of conflict advisory was then given and the climb to 10000 ft was continued. ATC was notified of our RA actions. At no time did ATC issue TA's or inquire as to our altitude. Earlier during the climb, ATC had amended air carrier B's climb instructions from 10000 ft to 9000 ft. Moments later, air carrier B was then instructed to accelerate to 300 KTS departing 10000 ft. They responded with 'roger, but we are only cleared to 9000 ft.' they were then cleared to 17000 ft. All 3 aircraft were flying basically the same routing. I believe that our turn after takeoff from a heading of 170 to 080 to 050 degrees put us inside the turn of the 757. The 757 was heading approximately 360 degrees when visual contact was made. I also believe that ATC had intended to issue us an amended clearance to 9000 ft but gave that clearance to air carrier B. It appeared that departure control was trying to expedite the departures from dfw what with the possibility of thunderstorms approaching the area. Also, 1 departure route was closed due to WX along that route. As a consequence, ATC was rerouting which put more aircraft than normal on 1 route. It is possible that the controller's workload increased to a point where he issued an amended clearance to the wrong aircraft.

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Original NASA ASRS Text

Title: MLG ON CLBOUT HAS TCASII RA DUE REROUTE DEPS.

Narrative: WHILE CLBING TO 10000 FT ON DEP FROM DFW AN RA ON TCASII WAS RECEIVED WHICH HELPED PREVENT A POTENTIAL NEAR MISS SIT. THE WX CONDITIONS IN THE LCL AREA REQUIRED ATC TO RERTE ACFT TO BASICALLY 1 DEP RTE. WE DEPARTED DFW BEHIND AN ACR A 757 ACFT WHICH HAD DEPARTED AFTER AN ACR B 737. WE WERE CLRED TO CLB TO 10000 FT, HDG 050 DEGS TO INTERCEPT THE DFW 067 DEG RADIAL. PASSING 9100 FT A TA WAS RECEIVED SHOWING TFC AT 2 O'CLOCK AND 5 MI, AND 900 FT ABOVE. AT 9400 FT A RA WAS RECEIVED WITH A COMMAND TO DSND. WHEN INITIATING THE DSCNT, THE 757 WAS ACQUIRED VISUALLY AT 10000 FT AND LESS THAN 2 MI. A CLR OF CONFLICT ADVISORY WAS THEN GIVEN AND THE CLB TO 10000 FT WAS CONTINUED. ATC WAS NOTIFIED OF OUR RA ACTIONS. AT NO TIME DID ATC ISSUE TA'S OR INQUIRE AS TO OUR ALT. EARLIER DURING THE CLB, ATC HAD AMENDED ACR B'S CLB INSTRUCTIONS FROM 10000 FT TO 9000 FT. MOMENTS LATER, ACR B WAS THEN INSTRUCTED TO ACCELERATE TO 300 KTS DEPARTING 10000 FT. THEY RESPONDED WITH 'ROGER, BUT WE ARE ONLY CLRED TO 9000 FT.' THEY WERE THEN CLRED TO 17000 FT. ALL 3 ACFT WERE FLYING BASICALLY THE SAME ROUTING. I BELIEVE THAT OUR TURN AFTER TKOF FROM A HDG OF 170 TO 080 TO 050 DEGS PUT US INSIDE THE TURN OF THE 757. THE 757 WAS HDG APPROX 360 DEGS WHEN VISUAL CONTACT WAS MADE. I ALSO BELIEVE THAT ATC HAD INTENDED TO ISSUE US AN AMENDED CLRNC TO 9000 FT BUT GAVE THAT CLRNC TO ACR B. IT APPEARED THAT DEP CTL WAS TRYING TO EXPEDITE THE DEPS FROM DFW WHAT WITH THE POSSIBILITY OF TSTMS APCHING THE AREA. ALSO, 1 DEP RTE WAS CLOSED DUE TO WX ALONG THAT RTE. AS A CONSEQUENCE, ATC WAS REROUTING WHICH PUT MORE ACFT THAN NORMAL ON 1 RTE. IT IS POSSIBLE THAT THE CTLR'S WORKLOAD INCREASED TO A POINT WHERE HE ISSUED AN AMENDED CLRNC TO THE WRONG ACFT.

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.