Narrative:

We requested an approach to runway 34 at ric. Approach control vectored us to the south of ric to intercept runway 34 centerline. When approaching the runway 2 centerline (about 3 NM south of runway), approach control reported traffic at 12 O'clock position and high for runway 34 (that traffic was to follow us) and 2 O'clock position for runway 2. We acknowledged that we had both airplanes and were cleared for a visual approach to runway 34. We initiated a descent and vacated 3000 ft MSL for 1700 ft MSL with a slight left turn to intercept runway 34, just inside kafka (OM). Our closure on the A319 (landing on runway 2) appeared to be too tight, so we initiated a climb back to 3000 ft. As we started the climb, we got an RA to first 'monitor vertical speed,' quickly followed by a 'climb' alert. The alert ended at about 3200 ft MSL. We had a visual with the A319 during the entire maneuver. The rest of the approach was normal. A319 thought we were making a left turn for runway 2 and terminated their approach for runway 2 with a right turn to the east, thus increasing the closure rate between us. Long duty day and unfamiliar with ric airport and area. Supplemental information from acn 537939: I requested runway 34 as I had never been to ric before. When abeam the extended centerline of runway 2, I lost sight of the aircraft on approach for runway 2 momentarily. Again regaining visual, I started descent for gsia on runway 30. Factors: unfamiliar with airport, fatigue: 12 hour duty day, 7.3 hours flying time, miscom with first officer.

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Original NASA ASRS Text

Title: POTENTIAL CONFLICT OCCURS DURING A NIGHT OP BEFORE A B717-200 FLC ON A VISUAL TO RWY 34 PERFORMS A SLIGHT CLB FOR EVASIVE ACTION DUE TO THE CLOSURE RATE OF A XING A319 MAKING AN APCH TO RWY 2 AT RIC, VA.

Narrative: WE REQUESTED AN APCH TO RWY 34 AT RIC. APCH CTL VECTORED US TO THE S OF RIC TO INTERCEPT RWY 34 CTRLINE. WHEN APCHING THE RWY 2 CTRLINE (ABOUT 3 NM S OF RWY), APCH CTL RPTED TFC AT 12 O'CLOCK POS AND HIGH FOR RWY 34 (THAT TFC WAS TO FOLLOW US) AND 2 O'CLOCK POS FOR RWY 2. WE ACKNOWLEDGED THAT WE HAD BOTH AIRPLANES AND WERE CLRED FOR A VISUAL APCH TO RWY 34. WE INITIATED A DSCNT AND VACATED 3000 FT MSL FOR 1700 FT MSL WITH A SLIGHT L TURN TO INTERCEPT RWY 34, JUST INSIDE KAFKA (OM). OUR CLOSURE ON THE A319 (LNDG ON RWY 2) APPEARED TO BE TOO TIGHT, SO WE INITIATED A CLB BACK TO 3000 FT. AS WE STARTED THE CLB, WE GOT AN RA TO FIRST 'MONITOR VERT SPD,' QUICKLY FOLLOWED BY A 'CLB' ALERT. THE ALERT ENDED AT ABOUT 3200 FT MSL. WE HAD A VISUAL WITH THE A319 DURING THE ENTIRE MANEUVER. THE REST OF THE APCH WAS NORMAL. A319 THOUGHT WE WERE MAKING A L TURN FOR RWY 2 AND TERMINATED THEIR APCH FOR RWY 2 WITH A R TURN TO THE E, THUS INCREASING THE CLOSURE RATE BTWN US. LONG DUTY DAY AND UNFAMILIAR WITH RIC ARPT AND AREA. SUPPLEMENTAL INFO FROM ACN 537939: I REQUESTED RWY 34 AS I HAD NEVER BEEN TO RIC BEFORE. WHEN ABEAM THE EXTENDED CTRLINE OF RWY 2, I LOST SIGHT OF THE ACFT ON APCH FOR RWY 2 MOMENTARILY. AGAIN REGAINING VISUAL, I STARTED DSCNT FOR GSIA ON RWY 30. FACTORS: UNFAMILIAR WITH ARPT, FATIGUE: 12 HR DUTY DAY, 7.3 HRS FLYING TIME, MISCOM WITH FO.

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.