A BA32 first officer reported a conflict with a citation in the vicinity of rdu.

Attributes
ACN	453962
Time
Date	199910
Day	Fri
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : rdu.airport
Altitude	msl bound lower : 8000 msl bound upper : 8500
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : rdu.tracon
Operator	common carrier : air carrier
Make Model Name	Jetstream 32
Operating Under FAR Part	Part 121
Flight Phase	descent : approach
Route In Use	approach : traffic pattern arrival : on vectors
Flight Plan	IFR
Aircraft 2
Controlling Facilities	tracon : rdu.tracon
Operator	general aviation : corporate
Make Model Name	Cessna Citation Undifferentiated or Other Model
Operating Under FAR Part	Part 91
Flight Phase	climbout : initial
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Experience	flight time last 90 days : 151 flight time total : 3001 flight time type : 301
ASRS Report	453962
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp pilot : student
Events
Anomaly	altitude deviation : overshoot altitude deviation : excursion from assigned altitude conflict : airborne critical non adherence : required legal separation non adherence : far non adherence : clearance
Independent Detector	atc equipment : conflict alert aircraft equipment : tcas other controllera other flight crewa other flight crewb
Resolutory Action	controller : separated traffic flight crew : took evasive action
Consequence	faa : assigned or threatened penalties faa : reviewed incident with flight crew
Miss Distance	horizontal : 4500 vertical : 400
Supplementary
Problem Areas	Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

We were on an assigned heading of 080 degrees level at 8000 ft, being radar vectored for landing at rdu. The landing runway for this approach was runway 23R which was assigned by ATC. The captain was the PF. The first officer was the PNF. We received a TCASII alert that traffic was approaching at a very high rate of speed. The TCASII immediately began to inform us that there was a 'traffic, traffic' threat. I immediately interpreted the information from the TCASII screen and began to focus outside the cockpit for an immediate visual at the 2-3 O'clock position. Within 2-3 seconds of the TCASII instructing us to 'climb, climb,' I obtained a visual on the jet and told him (the captain) to climb quickly. ATC advised us after climbing to above 8000 ft (by +400-600 ft to clear the conflict) that the jet traffic was at fault and we were not at fault. We deviated from altitude to prevent a possible midair collision. The TCASII was very effective in aiding our decision to climb. The citation jet obviously did not have control of their aircraft when the controller relayed to them that they had deviated from their assigned altitude by at least 1000 ft. Corrective actions here are that there should have been situational awareness and CRM applications in place on behalf of the citation crew. I think this will enhance the safety level and make flying much safer.

Original NASA ASRS Text

Title: A BA32 FO RPTED A CONFLICT WITH A CITATION IN THE VICINITY OF RDU.

Narrative: WE WERE ON AN ASSIGNED HDG OF 080 DEGS LEVEL AT 8000 FT, BEING RADAR VECTORED FOR LNDG AT RDU. THE LNDG RWY FOR THIS APCH WAS RWY 23R WHICH WAS ASSIGNED BY ATC. THE CAPT WAS THE PF. THE FO WAS THE PNF. WE RECEIVED A TCASII ALERT THAT TFC WAS APCHING AT A VERY HIGH RATE OF SPD. THE TCASII IMMEDIATELY BEGAN TO INFORM US THAT THERE WAS A 'TFC, TFC' THREAT. I IMMEDIATELY INTERPED THE INFO FROM THE TCASII SCREEN AND BEGAN TO FOCUS OUTSIDE THE COCKPIT FOR AN IMMEDIATE VISUAL AT THE 2-3 O'CLOCK POS. WITHIN 2-3 SECONDS OF THE TCASII INSTRUCTING US TO 'CLB, CLB,' I OBTAINED A VISUAL ON THE JET AND TOLD HIM (THE CAPT) TO CLB QUICKLY. ATC ADVISED US AFTER CLBING TO ABOVE 8000 FT (BY +400-600 FT TO CLR THE CONFLICT) THAT THE JET TFC WAS AT FAULT AND WE WERE NOT AT FAULT. WE DEVIATED FROM ALT TO PREVENT A POSSIBLE MIDAIR COLLISION. THE TCASII WAS VERY EFFECTIVE IN AIDING OUR DECISION TO CLB. THE CITATION JET OBVIOUSLY DID NOT HAVE CTL OF THEIR ACFT WHEN THE CTLR RELAYED TO THEM THAT THEY HAD DEVIATED FROM THEIR ASSIGNED ALT BY AT LEAST 1000 FT. CORRECTIVE ACTIONS HERE ARE THAT THERE SHOULD HAVE BEEN SITUATIONAL AWARENESS AND CRM APPLICATIONS IN PLACE ON BEHALF OF THE CITATION CREW. I THINK THIS WILL ENHANCE THE SAFETY LEVEL AND MAKE FLYING MUCH SAFER.

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.