Close proximity air carrier-medium large transport MTR southeast of aus in traffic pattern.

Attributes
ACN	116247
Time
Date	198907
Day	Mon
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : aus
State Reference	TX
Altitude	msl bound lower : 1800 msl bound upper : 1800
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : aus
Operator	common carrier : air carrier
Make Model Name	Medium Large Transport, Low Wing, 2 Turbojet Eng
Flight Phase	climbout : intermediate altitude
Route In Use	enroute : on vectors
Flight Plan	IFR
Aircraft 2
Operator	other
Make Model Name	Military Trainer
Flight Phase	other
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 250 flight time total : 17400 flight time type : 6000
ASRS Report	116247
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : commercial pilot : instrument
Events
Anomaly	conflict : nmac non adherence : clearance other spatial deviation
Independent Detector	other controllera other flight crewa
Resolutory Action	flight crew : took evasive action other
Consequence	Other
Miss Distance	horizontal : 0 vertical : 500
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Inter Facility Coordination Failure Pilot Deviation Operational Error

Narrative:

Tower cleared us for takeoff on runway 13R with a right turn to 230 degree within 2 mi. This was normal clearance as bergstrom AFB lies just southeast or austin airport. Just after liftoff, and as we were rolling into an early right turn, tower called traffic, an MTR on final to bergstrom, off our left. He seemed concerned and once I spotted it, I was too. I told the first officer, who was flying, to maintain altitude and keep the turn steep. In doing so our speed increased, which widened the radius of turn beyond 2 mi and took us across bergstrom's final close to the approach end of their runway, but I was able to keep the MTR in sight and remain below him. Had we climbed to our 4000' assigned altitude we probably would have hit him. As it was, we were able to stay maybe 500' or so below him. I believe the tower was unaware of the MTR until about the time we broke ground due to improper coordination. Had he been aware of this traffic I doubt he would have cleared us for takeoff. This is common to have MTR traffic crossing the departure end of 13R at austin and I'm sure not uncommon to have traffic conflicts from time to time due to the close proximity of the 2 air traffic area's. Better tower to tower coordination seems to be in order. Of additional note: the VORTAC at austin was out of service so it would have been hard to determine the 2 mi radius of turn without DME.

Original NASA ASRS Text

Title: CLOSE PROX ACR-MLG MTR SE OF AUS IN TRAFFIC PATTERN.

Narrative: TWR CLRED US FOR TKOF ON RWY 13R WITH A RIGHT TURN TO 230 DEG WITHIN 2 MI. THIS WAS NORMAL CLRNC AS BERGSTROM AFB LIES JUST SE OR AUSTIN ARPT. JUST AFTER LIFTOFF, AND AS WE WERE ROLLING INTO AN EARLY RIGHT TURN, TWR CALLED TFC, AN MTR ON FINAL TO BERGSTROM, OFF OUR LEFT. HE SEEMED CONCERNED AND ONCE I SPOTTED IT, I WAS TOO. I TOLD THE F/O, WHO WAS FLYING, TO MAINTAIN ALT AND KEEP THE TURN STEEP. IN DOING SO OUR SPEED INCREASED, WHICH WIDENED THE RADIUS OF TURN BEYOND 2 MI AND TOOK US ACROSS BERGSTROM'S FINAL CLOSE TO THE APCH END OF THEIR RWY, BUT I WAS ABLE TO KEEP THE MTR IN SIGHT AND REMAIN BELOW HIM. HAD WE CLIMBED TO OUR 4000' ASSIGNED ALT WE PROBABLY WOULD HAVE HIT HIM. AS IT WAS, WE WERE ABLE TO STAY MAYBE 500' OR SO BELOW HIM. I BELIEVE THE TWR WAS UNAWARE OF THE MTR UNTIL ABOUT THE TIME WE BROKE GND DUE TO IMPROPER COORDINATION. HAD HE BEEN AWARE OF THIS TFC I DOUBT HE WOULD HAVE CLRED US FOR TKOF. THIS IS COMMON TO HAVE MTR TFC XING THE DEP END OF 13R AT AUSTIN AND I'M SURE NOT UNCOMMON TO HAVE TFC CONFLICTS FROM TIME TO TIME DUE TO THE CLOSE PROX OF THE 2 ATA'S. BETTER TWR TO TWR COORDINATION SEEMS TO BE IN ORDER. OF ADDITIONAL NOTE: THE VORTAC AT AUSTIN WAS OUT OF SERVICE SO IT WOULD HAVE BEEN HARD TO DETERMINE THE 2 MI RADIUS OF TURN WITHOUT DME.

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.