Narrative:

We had loss of separation about 5 mi northwest of duner intersection on G442 in curacao tma. On the ground, with beatrix tower, we had been given a clearance that differed from our flight plan. We requested new routing and later were cleared along G442 to mly. Actually, we were cleared directly to lidol, G442, mly. Shortly after passing abeam duner, we received a TCAS traffic alert. We were just out of about FL310 climbing to FL350 and traffic was at FL330. We passed about 1 mi northwest, only because we were not actually on the airway due to our clearance direct to lidol, and about 900 ft above traffic without an RA. Curacao did not provide any information about the traffic. Had we been on the airway and a little slower to climb, this would have been a very serious event. Curacao seemed unconcerned about the miss. Supplemental information from acn 560108: our flight was climbing through their altitude with approximately 8 NM nose to nose separation. We passed left to left, with no more than 1 NM lateral separation and 900 ft vertical separation. Beatrix tower gave us an incorrect initial en route clearance to the wrong fir/airway. The subsequent clearance gave us the approximately 1 NM lateral offset prior to the conflict. Clearance to climb to FL350 was given by curacao after leveling at FL050, just north of the field. The TCAS alert did not upgrade to an RA during the event.

Related reports:

Google
 

Original NASA ASRS Text

Title: POTENTIAL CONFLICT BTWN 2 SAME COMPANY ACR ACFT, OPPOSITE DIRECTION WITH CLB THROUGH OCCUPIED ALT. SYS ERROR BY TNCC CTLR ON FLT FROM REINA BEATRIX INTL, ARUBA, TNCA.

Narrative: WE HAD LOSS OF SEPARATION ABOUT 5 MI NW OF DUNER INTXN ON G442 IN CURACAO TMA. ON THE GND, WITH BEATRIX TWR, WE HAD BEEN GIVEN A CLRNC THAT DIFFERED FROM OUR FLT PLAN. WE REQUESTED NEW ROUTING AND LATER WERE CLRED ALONG G442 TO MLY. ACTUALLY, WE WERE CLRED DIRECTLY TO LIDOL, G442, MLY. SHORTLY AFTER PASSING ABEAM DUNER, WE RECEIVED A TCAS TFC ALERT. WE WERE JUST OUT OF ABOUT FL310 CLBING TO FL350 AND TFC WAS AT FL330. WE PASSED ABOUT 1 MI NW, ONLY BECAUSE WE WERE NOT ACTUALLY ON THE AIRWAY DUE TO OUR CLRNC DIRECT TO LIDOL, AND ABOUT 900 FT ABOVE TFC WITHOUT AN RA. CURACAO DID NOT PROVIDE ANY INFO ABOUT THE TFC. HAD WE BEEN ON THE AIRWAY AND A LITTLE SLOWER TO CLB, THIS WOULD HAVE BEEN A VERY SERIOUS EVENT. CURACAO SEEMED UNCONCERNED ABOUT THE MISS. SUPPLEMENTAL INFO FROM ACN 560108: OUR FLT WAS CLBING THROUGH THEIR ALT WITH APPROX 8 NM NOSE TO NOSE SEPARATION. WE PASSED L TO L, WITH NO MORE THAN 1 NM LATERAL SEPARATION AND 900 FT VERT SEPARATION. BEATRIX TWR GAVE US AN INCORRECT INITIAL ENRTE CLRNC TO THE WRONG FIR/AIRWAY. THE SUBSEQUENT CLRNC GAVE US THE APPROX 1 NM LATERAL OFFSET PRIOR TO THE CONFLICT. CLRNC TO CLB TO FL350 WAS GIVEN BY CURACAO AFTER LEVELING AT FL050, JUST N OF THE FIELD. THE TCAS ALERT DID NOT UPGRADE TO AN RA DURING THE EVENT.

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.