Narrative:

Air carrier X was holding short of runway 22. Tower instructed medium large transport to go around on runway 15R due to landing traffic on runway 22. When traffic cleared runway 22 tower instructed us to taxi into position and hold, then cleared us for takeoff, landing traffic 1 1/2 mi final runway 22. Takeoff was normal. We were climbing at 3700 FPM. Tower said maintain 3000' as we were passing 3500' MSL, traffic at 4000' on downwind for 15R. Captain had visual contact with traffic. I leveled off and started to descend to 3000'. Tower said, 'expedite climb to 5000, turn left to 310 degree.' I stopped descent and began 1.5 G pull-up to 5000. Medium large transport had been given right turn to 330 and altitude of 2500'. He was climbing, trying to maintain visual contact with both airplanes (medium large transport and air carrier Y). We climbed to 5200' and descended back to 5000. We had 2 medium large transport's and air carrier Y less than a mi and 1500' all headed toward each other with a great deal of confusion. I believe the cause of all this was the controller's attempt to control operations on 2 intersecting runways and handle a situation created by lack of patience. The medium large transport go around was the initial spark. He was made to go around for an light transport landing on runway 22 that could easily have held short of runway 15R. Then if the controller had waited to issue our takeoff clearance there would have been no conflict with air carrier Y on downwind for runway 15R. Also turning the medium large transport to 330 degree had him converging with air carrier Y on downwind for runway 15R and us climbing from runway 22. The controller simply became overloaded when his airspace became saturated with turbojet traffic all in such close proximity to the airport on the southwest side. Supplemental information from acn 136473: the medium large transport was at 2500' and there also was an air carrier Y in the downwind for 15R at 4000'. As I passed through 3700' with a rate of climb of 3500 FPM, the tower said stop your climb at 3000' and turn left to 310. The tower did not use a call number when he issued the 3000' and heading 310. So 3 aircraft with less than 1 mi separation and 1500' were unsure of what to do. I questioned the tower at that time. He reissued the altitude and heading to my aircraft. I told him I could not accept that and asked for a new altitude, 5000' was given. If I would have attempted to descend to 3000 and make the turn to 310, a midair collision would have occurred. Before any of the above ever occurred, I had mentioned to my copilot that the tower controller sounded frustrated and tired and needed some relief. This type of incident is a common occurrence in the baltimore area these days.

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Original NASA ASRS Text

Title: ACR X NON ADHERENCE TO ATC CLRNC. PLT DEVIATION.

Narrative: ACR X WAS HOLDING SHORT OF RWY 22. TWR INSTRUCTED MLG TO GO AROUND ON RWY 15R DUE TO LNDG TFC ON RWY 22. WHEN TFC CLRED RWY 22 TWR INSTRUCTED US TO TAXI INTO POSITION AND HOLD, THEN CLRED US FOR TKOF, LNDG TFC 1 1/2 MI FINAL RWY 22. TKOF WAS NORMAL. WE WERE CLIMBING AT 3700 FPM. TWR SAID MAINTAIN 3000' AS WE WERE PASSING 3500' MSL, TFC AT 4000' ON DOWNWIND FOR 15R. CAPT HAD VISUAL CONTACT WITH TFC. I LEVELED OFF AND STARTED TO DSND TO 3000'. TWR SAID, 'EXPEDITE CLIMB TO 5000, TURN LEFT TO 310 DEG.' I STOPPED DSCNT AND BEGAN 1.5 G PULL-UP TO 5000. MLG HAD BEEN GIVEN RIGHT TURN TO 330 AND ALT OF 2500'. HE WAS CLIMBING, TRYING TO MAINTAIN VISUAL CONTACT WITH BOTH AIRPLANES (MLG AND ACR Y). WE CLIMBED TO 5200' AND DESCENDED BACK TO 5000. WE HAD 2 MLG'S AND ACR Y LESS THAN A MI AND 1500' ALL HEADED TOWARD EACH OTHER WITH A GREAT DEAL OF CONFUSION. I BELIEVE THE CAUSE OF ALL THIS WAS THE CTLR'S ATTEMPT TO CONTROL OPERATIONS ON 2 INTERSECTING RWYS AND HANDLE A SITUATION CREATED BY LACK OF PATIENCE. THE MLG GO AROUND WAS THE INITIAL SPARK. HE WAS MADE TO GO AROUND FOR AN LTT LNDG ON RWY 22 THAT COULD EASILY HAVE HELD SHORT OF RWY 15R. THEN IF THE CTLR HAD WAITED TO ISSUE OUR TKOF CLRNC THERE WOULD HAVE BEEN NO CONFLICT WITH ACR Y ON DOWNWIND FOR RWY 15R. ALSO TURNING THE MLG TO 330 DEG HAD HIM CONVERGING WITH ACR Y ON DOWNWIND FOR RWY 15R AND US CLIMBING FROM RWY 22. THE CTLR SIMPLY BECAME OVERLOADED WHEN HIS AIRSPACE BECAME SATURATED WITH TURBOJET TFC ALL IN SUCH CLOSE PROX TO THE ARPT ON THE SW SIDE. SUPPLEMENTAL INFORMATION FROM ACN 136473: THE MLG WAS AT 2500' AND THERE ALSO WAS AN ACR Y IN THE DOWNWIND FOR 15R AT 4000'. AS I PASSED THROUGH 3700' WITH A RATE OF CLIMB OF 3500 FPM, THE TWR SAID STOP YOUR CLIMB AT 3000' AND TURN LEFT TO 310. THE TWR DID NOT USE A CALL NUMBER WHEN HE ISSUED THE 3000' AND HDG 310. SO 3 ACFT WITH LESS THAN 1 MI SEPARATION AND 1500' WERE UNSURE OF WHAT TO DO. I QUESTIONED THE TWR AT THAT TIME. HE REISSUED THE ALT AND HDG TO MY ACFT. I TOLD HIM I COULD NOT ACCEPT THAT AND ASKED FOR A NEW ALT, 5000' WAS GIVEN. IF I WOULD HAVE ATTEMPTED TO DSND TO 3000 AND MAKE THE TURN TO 310, A MIDAIR COLLISION WOULD HAVE OCCURRED. BEFORE ANY OF THE ABOVE EVER OCCURRED, I HAD MENTIONED TO MY COPLT THAT THE TWR CTLR SOUNDED FRUSTRATED AND TIRED AND NEEDED SOME RELIEF. THIS TYPE OF INCIDENT IS A COMMON OCCURRENCE IN THE BALTIMORE AREA THESE DAYS.

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.