Narrative:

I was captain on air carrier X on oct/xx/95 scheduled service day to ord. We were flying a B737-200. During push back, ground control advised of a 20 min flow control time to ord. ATIS information reported M5 overcast 2 1/2 F 53/52 01/07 29.89 departing runways 6L, 6R, 36. We were assigned runway 36. Our takeoff gross weight was 96500 pounds. While we were holding short of runway 36 for our delay, a beechcraft B200 FAA flight check king air back-taxied into position on runway 36 and then departed northbound. We were cleared for takeoff on runway 36 turn left to heading 320 degrees. We accomplished the final items on the before takeoff checklist. I was the pilot flying and the takeoff was normal. We became IFR at 300-400 ft AGL. At 400 ft I initiated a left turn to 320 degrees as instructed. While in the turn, the tower controller repeated the heading assignment of 320 degrees and stated the fact that there was an opposite direction flight check king air. As he finished his transmission and we were out of 1200 ft AGL we received an immediate 'descend, descend now' TCASII RA. The controller then with extreme urgency in his transmission said air carrier X turn left immediately to heading 220 degrees. I had quickly glanced at the TCASII display and saw the RA target at approximately 2.5 mi and 300 ft closing. I aggressively reduced the power, rolled the aircraft left into somewhere between 30 and 60 degrees of bank, and initiated a descent. Our approximately altitude was 1300-1400 ft AGL. As we descended and turned to approximately 270 degrees the RA ceased, however the excessive barometric rate of descent caused a GPWS alert of 'terrain, terrain' and in the recovery we also received the 'don't sink' GPWS alert as well. I estimate the recovery altitude to have been approximately 600 ft AGL. The subsequent climb out was accomplished without further incident. After the incident I queried the controller and emphasized that the heading he gave us was 320 degrees. His only reply was 'yes sir it was, contact departure.' while on departure I obtained the dayton approach facility phone number. After reaching ord, I phoned the facility and talked with the shift supervisor. I asked him to please tell me exactly what had happened and how close we came to the other aircraft. He said 'we had an operation error. The FAA flight check king air was flight checking the localizer on runway 18 and the tower controller cleared you for takeoff into him on runway 36.' he was honest and sincerely apologetic. He said they had not analyzed the data from the recordings yet, but estimated we were less than 200 ft and less than a mi when our targets began to diverge. The king air was on approach control while we were on the tower frequency. This incident occurred only moments after brake release for departure into relatively low IFR conditions and at low altitude. After more than an hour of reviewing the incident with the first officer at ord, we felt without question TCASII had prevented a midair collision with the king air and the GPWS had forced us to accomplish the necessary aggressive low altitude recovery from the previous TCASII RA maneuver. Training received at company on both TCASII and CFIT allowed us to accomplish this maneuver successfully.

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Original NASA ASRS Text

Title: ACR DEP TAKES EVASIVE ACTION TO MISS OPPOSITE DIRECTION FLT CHK ACFT. GETS TCASII RA AND GPWS. CFTT.

Narrative: I WAS CAPT ON ACR X ON OCT/XX/95 SCHEDULED SVC DAY TO ORD. WE WERE FLYING A B737-200. DURING PUSH BACK, GND CTL ADVISED OF A 20 MIN FLOW CTL TIME TO ORD. ATIS INFO RPTED M5 OVCST 2 1/2 F 53/52 01/07 29.89 DEPARTING RWYS 6L, 6R, 36. WE WERE ASSIGNED RWY 36. OUR TKOF GROSS WT WAS 96500 LBS. WHILE WE WERE HOLDING SHORT OF RWY 36 FOR OUR DELAY, A BEECHCRAFT B200 FAA FLT CHK KING AIR BACK-TAXIED INTO POS ON RWY 36 AND THEN DEPARTED NBOUND. WE WERE CLRED FOR TKOF ON RWY 36 TURN L TO HDG 320 DEGS. WE ACCOMPLISHED THE FINAL ITEMS ON THE BEFORE TKOF CHKLIST. I WAS THE PLT FLYING AND THE TKOF WAS NORMAL. WE BECAME IFR AT 300-400 FT AGL. AT 400 FT I INITIATED A L TURN TO 320 DEGS AS INSTRUCTED. WHILE IN THE TURN, THE TWR CTLR REPEATED THE HDG ASSIGNMENT OF 320 DEGS AND STATED THE FACT THAT THERE WAS AN OPPOSITE DIRECTION FLT CHK KING AIR. AS HE FINISHED HIS XMISSION AND WE WERE OUT OF 1200 FT AGL WE RECEIVED AN IMMEDIATE 'DSND, DSND NOW' TCASII RA. THE CTLR THEN WITH EXTREME URGENCY IN HIS XMISSION SAID ACR X TURN L IMMEDIATELY TO HDG 220 DEGS. I HAD QUICKLY GLANCED AT THE TCASII DISPLAY AND SAW THE RA TARGET AT APPROX 2.5 MI AND 300 FT CLOSING. I AGGRESSIVELY REDUCED THE PWR, ROLLED THE ACFT L INTO SOMEWHERE BTWN 30 AND 60 DEGS OF BANK, AND INITIATED A DSCNT. OUR APPROX ALT WAS 1300-1400 FT AGL. AS WE DSNDED AND TURNED TO APPROX 270 DEGS THE RA CEASED, HOWEVER THE EXCESSIVE BAROMETRIC RATE OF DSCNT CAUSED A GPWS ALERT OF 'TERRAIN, TERRAIN' AND IN THE RECOVERY WE ALSO RECEIVED THE 'DON'T SINK' GPWS ALERT AS WELL. I ESTIMATE THE RECOVERY ALT TO HAVE BEEN APPROX 600 FT AGL. THE SUBSEQUENT CLB OUT WAS ACCOMPLISHED WITHOUT FURTHER INCIDENT. AFTER THE INCIDENT I QUERIED THE CTLR AND EMPHASIZED THAT THE HDG HE GAVE US WAS 320 DEGS. HIS ONLY REPLY WAS 'YES SIR IT WAS, CONTACT DEP.' WHILE ON DEP I OBTAINED THE DAYTON APCH FACILITY PHONE NUMBER. AFTER REACHING ORD, I PHONED THE FACILITY AND TALKED WITH THE SHIFT SUPVR. I ASKED HIM TO PLEASE TELL ME EXACTLY WHAT HAD HAPPENED AND HOW CLOSE WE CAME TO THE OTHER ACFT. HE SAID 'WE HAD AN OP ERROR. THE FAA FLT CHK KING AIR WAS FLT CHKING THE LOC ON RWY 18 AND THE TWR CTLR CLRED YOU FOR TKOF INTO HIM ON RWY 36.' HE WAS HONEST AND SINCERELY APOLOGETIC. HE SAID THEY HAD NOT ANALYZED THE DATA FROM THE RECORDINGS YET, BUT ESTIMATED WE WERE LESS THAN 200 FT AND LESS THAN A MI WHEN OUR TARGETS BEGAN TO DIVERGE. THE KING AIR WAS ON APCH CTL WHILE WE WERE ON THE TWR FREQ. THIS INCIDENT OCCURRED ONLY MOMENTS AFTER BRAKE RELEASE FOR DEP INTO RELATIVELY LOW IFR CONDITIONS AND AT LOW ALT. AFTER MORE THAN AN HOUR OF REVIEWING THE INCIDENT WITH THE FO AT ORD, WE FELT WITHOUT QUESTION TCASII HAD PREVENTED A MIDAIR COLLISION WITH THE KING AIR AND THE GPWS HAD FORCED US TO ACCOMPLISH THE NECESSARY AGGRESSIVE LOW ALT RECOVERY FROM THE PREVIOUS TCASII RA MANEUVER. TRAINING RECEIVED AT COMPANY ON BOTH TCASII AND CFIT ALLOWED US TO ACCOMPLISH THIS MANEUVER SUCCESSFULLY.

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.