Narrative:

While on 1/2 mi final for runway 21 at dca, the tower controller cleared an aircraft to depart runway 18. The situation was too tight so we made a go around. We flew runway heading to 1600 ft MSL. The tower controller cleared us to make right traffic for runway 15 at dca. We entered a right downwind for runway 15. As we began our turn for right base, we got a TCASII RA to climb. I saw another aircraft at my 1 O'clock position and slightly lower than our altitude. I took the aircraft controls from the first officer and responded to the TCASII RA with a left climbing turn to avoid the converging traffic. A left turn was the best course of action as the other aircraft passed off to our right. Supplemental information from acn 421166: cleared visual approach to runway 21 dca. Checked in with dca tower, cleared to land runway 21 dca. On 1/2 mi final (over west potomac park) air carrier Z MD80 cleared for takeoff runway 18. I determined a landing on runway 21 at dca would result in a collision between the rolling air carrier Z MD80 and our aircraft at the intersection of runways 21 and 18. A go around was executed on runway heading at approximately 1/4 mi from the end of runway 21. Captain requested a vector heading from the dca tower. Tower's response: enter right traffic for runway 15. Climbing right turn to 1600 ft was made. My (first officer) attention was primarily directed at proper alignment with the runway complex to align aircraft for landing on runway 15 and keeping the aircraft at a level altitude and proper airspeed. Tower called jet traffic on final to runway 18 sbound over the potomac river. We made visual contact with the traffic. Shortly thereafter an RA was given by the TCASII for traffic immediately to the left and below our aircraft. I did not have visual contact with the RA aircraft. Captain sighted the RA aircraft and took control making a 45 degree banked climbing left turn to clear the area. Tower supervisor (not original tower controller) broke in and told us to make an immediate left turn to 270 degrees. Tower's call was made after evasive action was initiated by the captain. RA aircraft was air carrier Y dornier on a visual approach to runway 15 at dca. This aircraft had not yet switched to the tower frequency. Postflt telephone conversation with the tower controller confirmed that the dornier traffic was not called to our attention prior to the RA. After traffic conflict was resolved, tower instructed a turn back to the airport to land runway 15. Air carrier a jet traffic on final to runway 18 called by tower. Visual contact made, no factor. Uneventful approach and landing made on runway 15 dca. Postflt telephone conversation with tower supervisor. Supervisor clearly stated fault was on the tower controller and our actions were as directed and were not being called into question by the tower.

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Original NASA ASRS Text

Title: DURING A GAR BECAUSE OF TFC DEPARTING ON A XING RWY, A BA4100 CREW HAD A NEAR MISS WITH A DORNIER ACR ON THE W SIDE OF THE ARPT. AT LEAST ONE OPERROR OCCURRED.

Narrative: WHILE ON 1/2 MI FINAL FOR RWY 21 AT DCA, THE TWR CTLR CLRED AN ACFT TO DEPART RWY 18. THE SIT WAS TOO TIGHT SO WE MADE A GAR. WE FLEW RWY HDG TO 1600 FT MSL. THE TWR CTLR CLRED US TO MAKE R TFC FOR RWY 15 AT DCA. WE ENTERED A R DOWNWIND FOR RWY 15. AS WE BEGAN OUR TURN FOR R BASE, WE GOT A TCASII RA TO CLB. I SAW ANOTHER ACFT AT MY 1 O'CLOCK POS AND SLIGHTLY LOWER THAN OUR ALT. I TOOK THE ACFT CTLS FROM THE FO AND RESPONDED TO THE TCASII RA WITH A L CLBING TURN TO AVOID THE CONVERGING TFC. A L TURN WAS THE BEST COURSE OF ACTION AS THE OTHER ACFT PASSED OFF TO OUR R. SUPPLEMENTAL INFO FROM ACN 421166: CLRED VISUAL APCH TO RWY 21 DCA. CHKED IN WITH DCA TWR, CLRED TO LAND RWY 21 DCA. ON 1/2 MI FINAL (OVER WEST POTOMAC PARK) ACR Z MD80 CLRED FOR TKOF RWY 18. I DETERMINED A LNDG ON RWY 21 AT DCA WOULD RESULT IN A COLLISION BTWN THE ROLLING ACR Z MD80 AND OUR ACFT AT THE INTXN OF RWYS 21 AND 18. A GAR WAS EXECUTED ON RWY HDG AT APPROX 1/4 MI FROM THE END OF RWY 21. CAPT REQUESTED A VECTOR HDG FROM THE DCA TWR. TWR'S RESPONSE: ENTER R TFC FOR RWY 15. CLBING R TURN TO 1600 FT WAS MADE. MY (FO) ATTN WAS PRIMARILY DIRECTED AT PROPER ALIGNMENT WITH THE RWY COMPLEX TO ALIGN ACFT FOR LNDG ON RWY 15 AND KEEPING THE ACFT AT A LEVEL ALT AND PROPER AIRSPD. TWR CALLED JET TFC ON FINAL TO RWY 18 SBOUND OVER THE POTOMAC RIVER. WE MADE VISUAL CONTACT WITH THE TFC. SHORTLY THEREAFTER AN RA WAS GIVEN BY THE TCASII FOR TFC IMMEDIATELY TO THE L AND BELOW OUR ACFT. I DID NOT HAVE VISUAL CONTACT WITH THE RA ACFT. CAPT SIGHTED THE RA ACFT AND TOOK CTL MAKING A 45 DEG BANKED CLBING L TURN TO CLR THE AREA. TWR SUPVR (NOT ORIGINAL TWR CTLR) BROKE IN AND TOLD US TO MAKE AN IMMEDIATE L TURN TO 270 DEGS. TWR'S CALL WAS MADE AFTER EVASIVE ACTION WAS INITIATED BY THE CAPT. RA ACFT WAS ACR Y DORNIER ON A VISUAL APCH TO RWY 15 AT DCA. THIS ACFT HAD NOT YET SWITCHED TO THE TWR FREQ. POSTFLT TELEPHONE CONVERSATION WITH THE TWR CTLR CONFIRMED THAT THE DORNIER TFC WAS NOT CALLED TO OUR ATTN PRIOR TO THE RA. AFTER TFC CONFLICT WAS RESOLVED, TWR INSTRUCTED A TURN BACK TO THE ARPT TO LAND RWY 15. ACR A JET TFC ON FINAL TO RWY 18 CALLED BY TWR. VISUAL CONTACT MADE, NO FACTOR. UNEVENTFUL APCH AND LNDG MADE ON RWY 15 DCA. POSTFLT TELEPHONE CONVERSATION WITH TWR SUPVR. SUPVR CLRLY STATED FAULT WAS ON THE TWR CTLR AND OUR ACTIONS WERE AS DIRECTED AND WERE NOT BEING CALLED INTO QUESTION BY THE TWR.

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.