Narrative:

I was the PF on takeoff from pdk runway 20L. After gear retraction at approximately 300-400 ft AGL; pdk tower issued advisory of 'traffic 11 O'clock moving northbound.' the captain called 'traffic in sight.' I saw a small cessna approximately 11-12 O'clock position coming directly toward my aircraft. At the same moment the TCASII alerted a 'TA' alert. (We had been assigned runway heading; maintain 3000 ft on the takeoff clearance.) approximately 4-5 seconds elapsed and the captain stated 'turn left now!' I started a left descending turn of approximately 8 degrees nose down and 30-40 degrees left bank (as I saw the cessna pass left to right at a distance of 300 ft vertical and 200 ft horizontal separation!). At the same moment I initiated the evasive maneuver; the TCASII alerted an RA 'descend now' and a 1500-2000 FPM descent command; and the tower controller issued a left turn 090 degrees in the midst of the evasive maneuver! I initiated the evasive maneuver at approximately 900 ft AGL and recovered between 500-600 ft AGL. I then recovered and proceeded with a normal climb out procedure. Pdk tower issued a frequency change to departure with no comment about the incident. The captain-stated reply was; 'what was that guy doing?' pdk tower replied; 'he was going to the wrong runway.' we then continued the flight uneventfully. I would like to note that the pdk ATC controller was running multiple radio frequencys: clearance; ground and tower frequencys. It is my opinion the controller lost situational awareness of the traffic pattern and flow of traffic. The cessna pilot also had no sense of situational awareness!

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Original NASA ASRS Text

Title: A DA2000 PLT RPTS RESPONDING TO A TCASII RA DURING AN NMAC WITH A SMALL CESSNA AT 900 FT DEPARTING PDK.

Narrative: I WAS THE PF ON TKOF FROM PDK RWY 20L. AFTER GEAR RETRACTION AT APPROX 300-400 FT AGL; PDK TWR ISSUED ADVISORY OF 'TFC 11 O'CLOCK MOVING NBOUND.' THE CAPT CALLED 'TFC IN SIGHT.' I SAW A SMALL CESSNA APPROX 11-12 O'CLOCK POS COMING DIRECTLY TOWARD MY ACFT. AT THE SAME MOMENT THE TCASII ALERTED A 'TA' ALERT. (WE HAD BEEN ASSIGNED RWY HDG; MAINTAIN 3000 FT ON THE TKOF CLRNC.) APPROX 4-5 SECONDS ELAPSED AND THE CAPT STATED 'TURN L NOW!' I STARTED A L DSNDING TURN OF APPROX 8 DEGS NOSE DOWN AND 30-40 DEGS L BANK (AS I SAW THE CESSNA PASS L TO R AT A DISTANCE OF 300 FT VERT AND 200 FT HORIZ SEPARATION!). AT THE SAME MOMENT I INITIATED THE EVASIVE MANEUVER; THE TCASII ALERTED AN RA 'DSND NOW' AND A 1500-2000 FPM DSCNT COMMAND; AND THE TWR CTLR ISSUED A L TURN 090 DEGS IN THE MIDST OF THE EVASIVE MANEUVER! I INITIATED THE EVASIVE MANEUVER AT APPROX 900 FT AGL AND RECOVERED BTWN 500-600 FT AGL. I THEN RECOVERED AND PROCEEDED WITH A NORMAL CLBOUT PROC. PDK TWR ISSUED A FREQ CHANGE TO DEP WITH NO COMMENT ABOUT THE INCIDENT. THE CAPT-STATED REPLY WAS; 'WHAT WAS THAT GUY DOING?' PDK TWR REPLIED; 'HE WAS GOING TO THE WRONG RWY.' WE THEN CONTINUED THE FLT UNEVENTFULLY. I WOULD LIKE TO NOTE THAT THE PDK ATC CTLR WAS RUNNING MULTIPLE RADIO FREQS: CLRNC; GND AND TWR FREQS. IT IS MY OPINION THE CTLR LOST SITUATIONAL AWARENESS OF THE TFC PATTERN AND FLOW OF TFC. THE CESSNA PLT ALSO HAD NO SENSE OF SITUATIONAL AWARENESS!

Data retrieved from NASA's ASRS site as of January 2009 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.