Narrative:

At the handoff from dtw approach to fnt approach, we received and complied with an RA. We were on a 360 degree heading at 4000 ft with the autoplt engaged and the first officer flying. The RA annunciated with no TA exactly at the time of check-in with fnt approach. No reference of the traffic was given by detroit ATC. Traffic was 12 O'clock position, 5 mi, 400 ft above and descending. The first officer complied with the 'climb, climb now' while I contacted fnt approach to inform them of our deviation. Fnt approach said that they were talking to and cleared the centurion through our altitude reference to us and then issued us a 320 degree heading. With the short range, we were only able to climb to 4300 ft MSL and commence the left turn before the traffic passed 300 ft to our right and 200 ft below us. Essentially, the position we had just vacated. After landing at fnt, our destination, I called fnt approach via the telephone. I talked to controller in charge, who said the radar controller attempted to contact dtw approach on the landline to issue us traffic, but they did not answer. He then decided to wait and issue us the traffic after the frequency change, but by then it was too late. Cessna definitely did not maintain visual separation with us, and just as importantly, the controller issued the descent clearance without both aircraft involved acknowledgements. The descent clearance should not have been issued.

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Original NASA ASRS Text

Title: NMAC BTWN THE RPTING SAAB SF340 IN CRUISE AT 4000 FT, JUST HANDED OFF TO SUBSEQUENT APCH CTL, AND A C210 GIVEN A VFR DSCNT THROUGH THE SF340 FLT PATH. TCASII RA CAUSED SF340 FLC TO SEE AND TAKE EVASIVE ACTION TO AVOID THE C210. THE C210 PLT DID HAVE THE SF340 IN SIGHT, BUT THE CTLR WAS UNABLE TO COM WITH THE SF340 OR THE PREVIOUS CTLR OF THE SF340 TO PROVIDE A TA.

Narrative: AT THE HDOF FROM DTW APCH TO FNT APCH, WE RECEIVED AND COMPLIED WITH AN RA. WE WERE ON A 360 DEG HDG AT 4000 FT WITH THE AUTOPLT ENGAGED AND THE FO FLYING. THE RA ANNUNCIATED WITH NO TA EXACTLY AT THE TIME OF CHK-IN WITH FNT APCH. NO REF OF THE TFC WAS GIVEN BY DETROIT ATC. TFC WAS 12 O'CLOCK POS, 5 MI, 400 FT ABOVE AND DSNDING. THE FO COMPLIED WITH THE 'CLB, CLB NOW' WHILE I CONTACTED FNT APCH TO INFORM THEM OF OUR DEV. FNT APCH SAID THAT THEY WERE TALKING TO AND CLRED THE CENTURION THROUGH OUR ALT REF TO US AND THEN ISSUED US A 320 DEG HDG. WITH THE SHORT RANGE, WE WERE ONLY ABLE TO CLB TO 4300 FT MSL AND COMMENCE THE L TURN BEFORE THE TFC PASSED 300 FT TO OUR R AND 200 FT BELOW US. ESSENTIALLY, THE POS WE HAD JUST VACATED. AFTER LNDG AT FNT, OUR DEST, I CALLED FNT APCH VIA THE TELEPHONE. I TALKED TO CIC, WHO SAID THE RADAR CTLR ATTEMPTED TO CONTACT DTW APCH ON THE LANDLINE TO ISSUE US TFC, BUT THEY DID NOT ANSWER. HE THEN DECIDED TO WAIT AND ISSUE US THE TFC AFTER THE FREQ CHANGE, BUT BY THEN IT WAS TOO LATE. CESSNA DEFINITELY DID NOT MAINTAIN VISUAL SEPARATION WITH US, AND JUST AS IMPORTANTLY, THE CTLR ISSUED THE DSCNT CLRNC WITHOUT BOTH ACFT INVOLVED ACKNOWLEDGEMENTS. THE DSCNT CLRNC SHOULD NOT HAVE BEEN ISSUED.

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.