Narrative:

I was the captain on flight mygf-fll, first officer was the PF. We were cleared for takeoff on runway 24 with a right turn to join BR68V which is the 270 degree radial from fzp VOR, climb to 6000 ft and to contact departure. Once airborne, we started the right turn at 500 ft. At about 1000 ft, I checked in with departure. Seconds later, approximately 1200 ft, we received constant TCASII alerts, which showed a target overlapping with our aircraft. I instructed first officer to return to runway 24 extended centerline. Meanwhile, TCASII would not cease warnings. I contacted departure control to advise about the deviation and questioned the traffic. The controller said there was no other traffic reported under his control and that he was not talking to it. I replied with the altitude shown on the TCASII as -200 ft and 2 mi from fzp VOR. The departure controller answered back with confirmation that the tower controller had just cleared a traffic to join the right downwind for runway 24. We continued climbing to 6000 ft and never had visual contact with the traffic. WX conditions were reported by mygf AWOS and visibility more than 10 mi and ceilings broken at FL200. The cause of this incident is the lack of coordination between controllers and the lack of published arrival and departures procedures that could help controllers better organize traffic on a non radar environment. Freeport needs an approach radar.

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Original NASA ASRS Text

Title: B190 FLC ENCOUNTER NMAC WHEN TRANSITIONING FROM MYGF TWR TO MYNN APCH CTL. PIC SUGGESTS THAT MYGF NEEDS THEIR OWN TERMINAL RADAR SYS.

Narrative: I WAS THE CAPT ON FLT MYGF-FLL, FO WAS THE PF. WE WERE CLRED FOR TKOF ON RWY 24 WITH A R TURN TO JOIN BR68V WHICH IS THE 270 DEG RADIAL FROM FZP VOR, CLB TO 6000 FT AND TO CONTACT DEP. ONCE AIRBORNE, WE STARTED THE R TURN AT 500 FT. AT ABOUT 1000 FT, I CHKED IN WITH DEP. SECONDS LATER, APPROX 1200 FT, WE RECEIVED CONSTANT TCASII ALERTS, WHICH SHOWED A TARGET OVERLAPPING WITH OUR ACFT. I INSTRUCTED FO TO RETURN TO RWY 24 EXTENDED CTRLINE. MEANWHILE, TCASII WOULD NOT CEASE WARNINGS. I CONTACTED DEP CTL TO ADVISE ABOUT THE DEV AND QUESTIONED THE TFC. THE CTLR SAID THERE WAS NO OTHER TFC RPTED UNDER HIS CTL AND THAT HE WAS NOT TALKING TO IT. I REPLIED WITH THE ALT SHOWN ON THE TCASII AS -200 FT AND 2 MI FROM FZP VOR. THE DEP CTLR ANSWERED BACK WITH CONFIRMATION THAT THE TWR CTLR HAD JUST CLRED A TFC TO JOIN THE R DOWNWIND FOR RWY 24. WE CONTINUED CLBING TO 6000 FT AND NEVER HAD VISUAL CONTACT WITH THE TFC. WX CONDITIONS WERE RPTED BY MYGF AWOS AND VISIBILITY MORE THAN 10 MI AND CEILINGS BROKEN AT FL200. THE CAUSE OF THIS INCIDENT IS THE LACK OF COORD BTWN CTLRS AND THE LACK OF PUBLISHED ARR AND DEPS PROCS THAT COULD HELP CTLRS BETTER ORGANIZE TFC ON A NON RADAR ENVIRONMENT. FREEPORT NEEDS AN APCH RADAR.

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.