Narrative:

Phx to slc cleared to slc via the drake one departure transition, as filed. Climb and maintain 16000, expect FL350 10 min after departure. After takeoff on runway 8L at phx, we climbed out direct to rsz NDB. At station passage, we maintained heading as shown on the depiction so as to intercept the salt river 'srp' 030 radial. As the course bar entered, we checked the DME and noted it intermittent and unreliable. Looking at the depiction, we concluded that maintaining heading after rsz station passage would intercept the 030 srp radial at the turn point. First officer called out to the captain, 'I'm established on srp 030 radial, turning left to a heading of 300 to intercept the srp 330 radial.' the captain concurred with the call and we began a climbing left turn at approximately 20 angle of bank toward the 300 heading. As the aircraft passed through 325 heading, we heard a call from departure to turn and intercept the srp 330 or 030. The correct radial was not clear, so first officer stopped the turn at 325 heading and asked the captain what he had understood. Before he could answer, we were cleared to maintain 8000'. The captain rogered the clearance to 8000'. Then air carrier Y medium large transport inquired about the traffic ahead which was our flight. Captain had air carrier Y in sight and said to the first officer, 'you're alright. Maintain 8000' and present heading.' at this point, there was a discussion between air carrier Y and departure. Air carrier Y inquiring about the traffic ahead and departure stating 'that was the traffic you were to maintain 9000' for.' air carrier Y disagreed and said he had been cleared to 6000'. Air carrier Y then passed overhead and behind our aircraft by approximately 1000'. A few moments later, departure asked for our present heading which was 325, cleared us to a higher altitude and to intercept the srp 330 radial and continue the drake 1 departure. Contributing factors. A poor graphic representation of the 030 radial intercept point on the SID plate. Graphically, the intercept occurs at or near the 8 mi DME fix. Loss of DME during intercept of the 030 right of srp. This coupled with the graphic representation led us to believe we were at the turn point (8 DME) and thus, did so. Corrective action. Redraw SID drk, to show intercept of the 030R srp significantly prior to the 8 mi fix, rather than the arc that is now shown. Supplemental information from acn 94505. Approximately 20 mi north of srp level at 12000', approach issued turn to 210 degree heading, descend to 6000'. Visibility good to the east, very hazy looking west due to low sun angle. 8 to 10 mi northeast of phx airport, I saw traffic 10 O'clock low about 1 mi. We realized traffic was a departure off runway 08 at phx in a climb toward us. We stopped descent at 8800'. I phone approach control area chief after landing. At that point, he felt the departing aircraft had not followed prescribed departure instructions.

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Original NASA ASRS Text

Title: ACR MLG DEVIATION FROM CLRNC ROUTE AND REPORTED ALT DEVIATION RESULTS IN LESS THAN STANDARD SEPARATION IN VMC BETWEEN ACR ACFT ARR AND DEP PHX.

Narrative: PHX TO SLC CLRED TO SLC VIA THE DRAKE ONE DEP TRANSITION, AS FILED. CLB AND MAINTAIN 16000, EXPECT FL350 10 MIN AFTER DEP. AFTER TKOF ON RWY 8L AT PHX, WE CLBED OUT DIRECT TO RSZ NDB. AT STATION PASSAGE, WE MAINTAINED HDG AS SHOWN ON THE DEPICTION SO AS TO INTERCEPT THE SALT RIVER 'SRP' 030 RADIAL. AS THE COURSE BAR ENTERED, WE CHKED THE DME AND NOTED IT INTERMITTENT AND UNRELIABLE. LOOKING AT THE DEPICTION, WE CONCLUDED THAT MAINTAINING HDG AFTER RSZ STATION PASSAGE WOULD INTERCEPT THE 030 SRP RADIAL AT THE TURN POINT. F/O CALLED OUT TO THE CAPT, 'I'M ESTABLISHED ON SRP 030 RADIAL, TURNING LEFT TO A HDG OF 300 TO INTERCEPT THE SRP 330 RADIAL.' THE CAPT CONCURRED WITH THE CALL AND WE BEGAN A CLBING LEFT TURN AT APPROX 20 ANGLE OF BANK TOWARD THE 300 HDG. AS THE ACFT PASSED THROUGH 325 HDG, WE HEARD A CALL FROM DEP TO TURN AND INTERCEPT THE SRP 330 OR 030. THE CORRECT RADIAL WAS NOT CLR, SO F/O STOPPED THE TURN AT 325 HDG AND ASKED THE CAPT WHAT HE HAD UNDERSTOOD. BEFORE HE COULD ANSWER, WE WERE CLRED TO MAINTAIN 8000'. THE CAPT ROGERED THE CLRNC TO 8000'. THEN ACR Y MLG INQUIRED ABOUT THE TFC AHEAD WHICH WAS OUR FLT. CAPT HAD ACR Y IN SIGHT AND SAID TO THE F/O, 'YOU'RE ALRIGHT. MAINTAIN 8000' AND PRESENT HDG.' AT THIS POINT, THERE WAS A DISCUSSION BTWN ACR Y AND DEP. ACR Y INQUIRING ABOUT THE TFC AHEAD AND DEP STATING 'THAT WAS THE TFC YOU WERE TO MAINTAIN 9000' FOR.' ACR Y DISAGREED AND SAID HE HAD BEEN CLRED TO 6000'. ACR Y THEN PASSED OVERHEAD AND BEHIND OUR ACFT BY APPROX 1000'. A FEW MOMENTS LATER, DEP ASKED FOR OUR PRESENT HDG WHICH WAS 325, CLRED US TO A HIGHER ALT AND TO INTERCEPT THE SRP 330 RADIAL AND CONTINUE THE DRAKE 1 DEP. CONTRIBUTING FACTORS. A POOR GRAPHIC REPRESENTATION OF THE 030 RADIAL INTERCEPT POINT ON THE SID PLATE. GRAPHICALLY, THE INTERCEPT OCCURS AT OR NEAR THE 8 MI DME FIX. LOSS OF DME DURING INTERCEPT OF THE 030 R OF SRP. THIS COUPLED WITH THE GRAPHIC REPRESENTATION LED US TO BELIEVE WE WERE AT THE TURN POINT (8 DME) AND THUS, DID SO. CORRECTIVE ACTION. REDRAW SID DRK, TO SHOW INTERCEPT OF THE 030R SRP SIGNIFICANTLY PRIOR TO THE 8 MI FIX, RATHER THAN THE ARC THAT IS NOW SHOWN. SUPPLEMENTAL INFO FROM ACN 94505. APPROX 20 MI N OF SRP LEVEL AT 12000', APCH ISSUED TURN TO 210 DEG HDG, DSND TO 6000'. VIS GOOD TO THE E, VERY HAZY LOOKING W DUE TO LOW SUN ANGLE. 8 TO 10 MI NE OF PHX ARPT, I SAW TFC 10 O'CLOCK LOW ABOUT 1 MI. WE REALIZED TFC WAS A DEP OFF RWY 08 AT PHX IN A CLB TOWARD US. WE STOPPED DSCNT AT 8800'. I PHONE APCH CTL AREA CHIEF AFTER LNDG. AT THAT POINT, HE FELT THE DEPARTING ACFT HAD NOT FOLLOWED PRESCRIBED DEP INSTRUCTIONS.

Data retrieved from NASA's ASRS site as of August 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.