Narrative:

We departed jwy runway 18. After departure, we contacted regional approach. We were assigned a 030 degree heading shortly after takeoff and a climb to FL230, after which we were told to intercept the 074 degree radial off maverick VOR (TTT) to the 244 degree radial to txk then as filed. Both #1 and #2 navs were tuned to maverick VOR with txk in standby. The VOR needles captured and the autoplt captured the course. While turning through a 050 degree heading to intercept the course, ATC requested we turn to a 100 degree heading and maintain FL200. Seeing as we were already at FL203, I informed them we would descend back down. At no time did ATC indicate that the heading or altitude correction was immediate or of urgency. We did not realize that clearance we were given was actually a departure procedure off of dallas fort worth area, as our airport of departure is not covered by dfw SID and stars. This departure procedure contained 3 courses which are only 10 degrees apart (1 064 degree radial, 1 074 degree radial and 1 084 degree radial). After being turned over to the second ZFW controller, we were informed of a possible pilot deviation. We were told a phone and to call ZFW upon landing at destination. Upon contacting ZFW, we were informed that the en route separation between our aircraft and an air carrier jet was down to 4.84 mi and 500 ft. At no time was the air carrier jet given a heading change or an altitude change. Neither aircraft received a TA/RA. We did a VOR check after and everything checked normal. Corrective action: I think ATC should assign all aircraft, capable of doing so, the actual SID off of dfw when utilizing any portion of it. This way pilots can be more aware of the close proximity of the different rtes that other aircraft are flying. Also, by giving the SID to the pilot, they can better utilize the FMS, that is more accurate for navigation than a VOR.

Related reports:

Google
 

Original NASA ASRS Text

Title: POTENTIAL CONFLICT SENSED TOO LATE BY ATC WHEN A HDG TRACK DEV BY A CLBING C560 GETS TOO NEAR AN ACR JET AT FL210 35 NM NE OF TTT VORTAC.

Narrative: WE DEPARTED JWY RWY 18. AFTER DEP, WE CONTACTED REGIONAL APCH. WE WERE ASSIGNED A 030 DEG HDG SHORTLY AFTER TKOF AND A CLB TO FL230, AFTER WHICH WE WERE TOLD TO INTERCEPT THE 074 DEG RADIAL OFF MAVERICK VOR (TTT) TO THE 244 DEG RADIAL TO TXK THEN AS FILED. BOTH #1 AND #2 NAVS WERE TUNED TO MAVERICK VOR WITH TXK IN STANDBY. THE VOR NEEDLES CAPTURED AND THE AUTOPLT CAPTURED THE COURSE. WHILE TURNING THROUGH A 050 DEG HDG TO INTERCEPT THE COURSE, ATC REQUESTED WE TURN TO A 100 DEG HDG AND MAINTAIN FL200. SEEING AS WE WERE ALREADY AT FL203, I INFORMED THEM WE WOULD DSND BACK DOWN. AT NO TIME DID ATC INDICATE THAT THE HDG OR ALT CORRECTION WAS IMMEDIATE OR OF URGENCY. WE DID NOT REALIZE THAT CLRNC WE WERE GIVEN WAS ACTUALLY A DEP PROC OFF OF DALLAS FORT WORTH AREA, AS OUR ARPT OF DEP IS NOT COVERED BY DFW SID AND STARS. THIS DEP PROC CONTAINED 3 COURSES WHICH ARE ONLY 10 DEGS APART (1 064 DEG RADIAL, 1 074 DEG RADIAL AND 1 084 DEG RADIAL). AFTER BEING TURNED OVER TO THE SECOND ZFW CTLR, WE WERE INFORMED OF A POSSIBLE PLTDEV. WE WERE TOLD A PHONE AND TO CALL ZFW UPON LNDG AT DEST. UPON CONTACTING ZFW, WE WERE INFORMED THAT THE ENRTE SEPARATION BTWN OUR ACFT AND AN ACR JET WAS DOWN TO 4.84 MI AND 500 FT. AT NO TIME WAS THE ACR JET GIVEN A HDG CHANGE OR AN ALT CHANGE. NEITHER ACFT RECEIVED A TA/RA. WE DID A VOR CHK AFTER AND EVERYTHING CHKED NORMAL. CORRECTIVE ACTION: I THINK ATC SHOULD ASSIGN ALL ACFT, CAPABLE OF DOING SO, THE ACTUAL SID OFF OF DFW WHEN UTILIZING ANY PORTION OF IT. THIS WAY PLTS CAN BE MORE AWARE OF THE CLOSE PROX OF THE DIFFERENT RTES THAT OTHER ACFT ARE FLYING. ALSO, BY GIVING THE SID TO THE PLT, THEY CAN BETTER UTILIZE THE FMS, THAT IS MORE ACCURATE FOR NAV THAN A VOR.

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.