Narrative:

We were commuter X on V260 (hpw-ric). At about 4 NM from the ric VOR we were issued a descent clearance to 8000'. I initiated the descent, but the PNF missed the call and was slow to respond. Within 15 seconds the controller re-issued the descent clearance, accompanied by the advice that 'you might see GA twin Y at 11 O'clock, 3 mi at 9000'.' the first officer and I both looked in this direction but saw no traffic. Just prior to reaching the ric VOR, where we would turn northbound onto V376, we both saw the GA twin in our 1 O'clock position at approximately 9000' (we were descending through 8800' at this time) and a mile or less away. Aircraft Y was already established on V376. I considered this a close encounter and queried the ric approach controller as to whether GA aircraft Y was on an IFR plan and whether he was under this controller's guidance. The controller replied affirmatively to both questions and apologized for the 'late call.' this is the fifth close call I have had in the last 12 months, but the first one caused by controller error. I don't know why aircraft Y and we were both programmed to cross ric at 9000' at the same time (aircraft Y was also on an IFR plan to dca) but at least the controller caught the error before we would have collided over ric. The plain fact is that in some parts of the country there are too many airplanes. See and avoid is simply unrealistic at the speeds of modern aircraft. Mandatory TCA's are overdue for operations in busy parts of our airspace.

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Original NASA ASRS Text

Title: LESS THAN STANDARD SEPARATION BETWEEN COMMUTER AND A GA-TWIN. OPERATIONAL ERROR.

Narrative: WE WERE COMMUTER X ON V260 (HPW-RIC). AT ABOUT 4 NM FROM THE RIC VOR WE WERE ISSUED A DSCNT CLRNC TO 8000'. I INITIATED THE DSCNT, BUT THE PNF MISSED THE CALL AND WAS SLOW TO RESPOND. WITHIN 15 SECS THE CTLR RE-ISSUED THE DSCNT CLRNC, ACCOMPANIED BY THE ADVICE THAT 'YOU MIGHT SEE GA TWIN Y AT 11 O'CLOCK, 3 MI AT 9000'.' THE F/O AND I BOTH LOOKED IN THIS DIRECTION BUT SAW NO TFC. JUST PRIOR TO REACHING THE RIC VOR, WHERE WE WOULD TURN NBOUND ONTO V376, WE BOTH SAW THE GA TWIN IN OUR 1 O'CLOCK POS AT APPROX 9000' (WE WERE DSNDING THROUGH 8800' AT THIS TIME) AND A MILE OR LESS AWAY. ACFT Y WAS ALREADY ESTABLISHED ON V376. I CONSIDERED THIS A CLOSE ENCOUNTER AND QUERIED THE RIC APCH CTLR AS TO WHETHER GA ACFT Y WAS ON AN IFR PLAN AND WHETHER HE WAS UNDER THIS CTLR'S GUIDANCE. THE CTLR REPLIED AFFIRMATIVELY TO BOTH QUESTIONS AND APOLOGIZED FOR THE 'LATE CALL.' THIS IS THE FIFTH CLOSE CALL I HAVE HAD IN THE LAST 12 MONTHS, BUT THE FIRST ONE CAUSED BY CTLR ERROR. I DON'T KNOW WHY ACFT Y AND WE WERE BOTH PROGRAMMED TO CROSS RIC AT 9000' AT THE SAME TIME (ACFT Y WAS ALSO ON AN IFR PLAN TO DCA) BUT AT LEAST THE CTLR CAUGHT THE ERROR BEFORE WE WOULD HAVE COLLIDED OVER RIC. THE PLAIN FACT IS THAT IN SOME PARTS OF THE COUNTRY THERE ARE TOO MANY AIRPLANES. SEE AND AVOID IS SIMPLY UNREALISTIC AT THE SPDS OF MODERN ACFT. MANDATORY TCA'S ARE OVERDUE FOR OPS IN BUSY PARTS OF OUR AIRSPACE.

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.