Narrative:

I was flying. The autoplt was engaged. The captain was operating the radio. Approaching dietz on the cedar creek arrival, we received a heading to intercept the runway 35R localizer and a descent to 5000 ft. The altitude and heading was read back by the captain, set and armed as per standard procedures. I acknowledged the altitude and heading. As we descended below approximately 7500 ft, I noticed another aircraft on TCASII at 12 O'clock and closing with us -- an apparent conflict. Accordingly, I slowed the descent rate to 1000 FPM. As we passed 6800 ft, the controller issued a TA and instructed us to turn 30 degrees right and climb to 7000 ft. We saw the other aircraft and would not classify it as a near miss. The controller did not attempt to blame us or suggest we were not complying with our clearance. Since we followed the standard procedures for altitude and heading changes, we are both confident of our clearance. It appears to have been controller error which resulted in the conflict. Lesson learned: the habit of following standard procedures for setting and arming altitudes and headings is the best and safest way to avoid deviations. Supplemental information from acn 429928: we were being vectored for the runway 35R ILS approach to dfw on a 300 degree heading and cleared to 5000 ft. Passing approximately 6500 ft we received TCASII traffic alert, followed shortly by controller instructions to immediately climb to 7000 ft and turn right to 330 degrees. We saw an rj pass right to left and slightly below our position.

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Original NASA ASRS Text

Title: AN S80 ON APCH TO DFW, DSNDING THROUGH 6500 FT, HAS A POTENTIAL CONFLICT WITH A REGIONAL JET XING 3 MI AHEAD AT 6000 FT.

Narrative: I WAS FLYING. THE AUTOPLT WAS ENGAGED. THE CAPT WAS OPERATING THE RADIO. APCHING DIETZ ON THE CEDAR CREEK ARR, WE RECEIVED A HDG TO INTERCEPT THE RWY 35R LOC AND A DSCNT TO 5000 FT. THE ALT AND HDG WAS READ BACK BY THE CAPT, SET AND ARMED AS PER STANDARD PROCS. I ACKNOWLEDGED THE ALT AND HDG. AS WE DSNDED BELOW APPROX 7500 FT, I NOTICED ANOTHER ACFT ON TCASII AT 12 O'CLOCK AND CLOSING WITH US -- AN APPARENT CONFLICT. ACCORDINGLY, I SLOWED THE DSCNT RATE TO 1000 FPM. AS WE PASSED 6800 FT, THE CTLR ISSUED A TA AND INSTRUCTED US TO TURN 30 DEGS R AND CLB TO 7000 FT. WE SAW THE OTHER ACFT AND WOULD NOT CLASSIFY IT AS A NEAR MISS. THE CTLR DID NOT ATTEMPT TO BLAME US OR SUGGEST WE WERE NOT COMPLYING WITH OUR CLRNC. SINCE WE FOLLOWED THE STANDARD PROCS FOR ALT AND HDG CHANGES, WE ARE BOTH CONFIDENT OF OUR CLRNC. IT APPEARS TO HAVE BEEN CTLR ERROR WHICH RESULTED IN THE CONFLICT. LESSON LEARNED: THE HABIT OF FOLLOWING STANDARD PROCS FOR SETTING AND ARMING ALTS AND HDGS IS THE BEST AND SAFEST WAY TO AVOID DEVS. SUPPLEMENTAL INFO FROM ACN 429928: WE WERE BEING VECTORED FOR THE RWY 35R ILS APCH TO DFW ON A 300 DEG HDG AND CLRED TO 5000 FT. PASSING APPROX 6500 FT WE RECEIVED TCASII TFC ALERT, FOLLOWED SHORTLY BY CTLR INSTRUCTIONS TO IMMEDIATELY CLB TO 7000 FT AND TURN R TO 330 DEGS. WE SAW AN RJ PASS R TO L AND SLIGHTLY BELOW OUR POS.

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.