CL600 flight crew has TCASII traffic alert during approach to dfw.

Attributes
ACN	583654
Time
Date	200306
Day	Fri
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : dfw.airport
State Reference	TX
Altitude	msl single value : 4000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : d10.tracon tower : lgb.tower
Operator	common carrier : air carrier
Operating Under FAR Part	Part 121
Navigation In Use	other
Flight Phase	descent : approach
Route In Use	approach : traffic pattern approach : visual
Flight Plan	IFR
Aircraft 2
Controlling Facilities	tracon : d10.tracon
Operator	common carrier : air carrier
Make Model Name	MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Flight Phase	descent : approach
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 30 flight time total : 5000 flight time type : 235
ASRS Report	583654
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Events
Anomaly	conflict : airborne less severe non adherence : clearance non adherence : required legal separation other spatial deviation
Independent Detector	other controllerb other flight crewa other flight crewb
Resolutory Action	controller : issued advisory flight crew : became reoriented flight crew : returned to intended or assigned course
Consequence	faa : reviewed incident with flight crew
Supplementary
Problem Areas	Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance

Narrative:

I was PF at 4000 ft on right base to runway 35C at dfw international. Approach control asked us if an MD80 on final was in sight along with the airport. At the time of this request I was in a right turn joining base, so my first officer could see the airport, I couldn't, but he pointed the traffic out to me. After rolling out, I saw the airport and we stated as such to the controller. He cleared us for a visual. By the time I began my turn, we were 1 mi from final, but I continued a 30 degree bank angle turn to join final. ATC told us 'turn now,' cleared visual. Since I was already in the turn, I have overshot final, crossed on final for runway 35L, but continued to turn back towards runway 35C. At this time, we received a TA for an aircraft joining final on runway 36L. There was 600 ft altitude clearance and we did not receive an RA, since I had continued the turn. The approach was continued without any further problems and ATC did not have any problems with us joining final and continuing the visual approach. Due to the fact that we were close in on the MD80, when on base, I decided to square out joining final, to avoid being too close in since we had to maintain a higher airspeed to FAF (180 KTS). It was that decision, since once cleared for visual, I am responsible for traffic separation, that caused me to overshoot final. In the future, I will coordinate better with ATC even in a class B environment.

Original NASA ASRS Text

Title: CL600 FLT CREW HAS TCASII TFC ALERT DURING APCH TO DFW.

Narrative: I WAS PF AT 4000 FT ON R BASE TO RWY 35C AT DFW INTL. APCH CTL ASKED US IF AN MD80 ON FINAL WAS IN SIGHT ALONG WITH THE ARPT. AT THE TIME OF THIS REQUEST I WAS IN A R TURN JOINING BASE, SO MY FO COULD SEE THE ARPT, I COULDN'T, BUT HE POINTED THE TFC OUT TO ME. AFTER ROLLING OUT, I SAW THE ARPT AND WE STATED AS SUCH TO THE CTLR. HE CLRED US FOR A VISUAL. BY THE TIME I BEGAN MY TURN, WE WERE 1 MI FROM FINAL, BUT I CONTINUED A 30 DEG BANK ANGLE TURN TO JOIN FINAL. ATC TOLD US 'TURN NOW,' CLRED VISUAL. SINCE I WAS ALREADY IN THE TURN, I HAVE OVERSHOT FINAL, CROSSED ON FINAL FOR RWY 35L, BUT CONTINUED TO TURN BACK TOWARDS RWY 35C. AT THIS TIME, WE RECEIVED A TA FOR AN ACFT JOINING FINAL ON RWY 36L. THERE WAS 600 FT ALT CLRNC AND WE DID NOT RECEIVE AN RA, SINCE I HAD CONTINUED THE TURN. THE APCH WAS CONTINUED WITHOUT ANY FURTHER PROBS AND ATC DID NOT HAVE ANY PROBS WITH US JOINING FINAL AND CONTINUING THE VISUAL APCH. DUE TO THE FACT THAT WE WERE CLOSE IN ON THE MD80, WHEN ON BASE, I DECIDED TO SQUARE OUT JOINING FINAL, TO AVOID BEING TOO CLOSE IN SINCE WE HAD TO MAINTAIN A HIGHER AIRSPD TO FAF (180 KTS). IT WAS THAT DECISION, SINCE ONCE CLRED FOR VISUAL, I AM RESPONSIBLE FOR TFC SEPARATION, THAT CAUSED ME TO OVERSHOOT FINAL. IN THE FUTURE, I WILL COORDINATE BETTER WITH ATC EVEN IN A CLASS B ENVIRONMENT.

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.