A319 first officer reported an airborne conflict during the climb out after reporting traffic in sig...

Narrative:

On the DARTZ7 departure around 11;500 ft MSL; ZFW center called out traffic (dc-3) at our 10 O'clock. After acquiring the traffic; we called visual. As we continued our southbound climb; we noticed the traffic start a turn into us. We received a TCAS traffic & resolution advisory to descend. We complied and I communicated this to ATC. The dc-3 passed above and behind us.when ATC made the call on traffic to us; we were able to acquire it visually. I'm not sure why ATC stopped giving us advisories unless the radar sweep was slow and he was not able to see the traffic turn into us. The TCAS (great tool) provided us backup to what we both could already see was about to happen if we did not intervene our flightpath. Later via a phone conversation with the captain; the ATC supervisor said the controller thought we were responsible for separation because we called traffic in sight.if in doubt; communicate early with ATC about your intentions or clarify your concerns about who is responsible for separation. When all else fails; rely on your training (back to the basics)...TCAS TA/RA procedures; traffic avoidance; etc. Also; this is a good reminder for us all in the cockpit of how important visual lookout is in all environments and the techniques we have (automation/autopilot) that allow us to maintain situational awareness while we look for potential threats.

Original NASA ASRS Text

Title: A319 First Officer reported an airborne conflict during the climb out after reporting traffic in sight to ATC.

Narrative: On the DARTZ7 departure around 11;500 ft MSL; ZFW Center called out traffic (DC-3) at our 10 O'clock. After acquiring the traffic; we called visual. As we continued our southbound climb; we noticed the traffic start a turn into us. We received a TCAS Traffic & Resolution Advisory to descend. We complied and I communicated this to ATC. The DC-3 passed above and behind us.When ATC made the call on traffic to us; we were able to acquire it visually. I'm not sure why ATC stopped giving us advisories unless the radar sweep was slow and he was not able to see the traffic turn into us. The TCAS (great tool) provided us backup to what we both could already see was about to happen if we did not intervene our flightpath. Later via a phone conversation with the Captain; the ATC supervisor said the Controller thought we were responsible for separation because we called traffic in sight.If in doubt; communicate early with ATC about your intentions or clarify your concerns about who is responsible for separation. When all else fails; rely on your training (back to the basics)...TCAS TA/RA procedures; traffic avoidance; etc. Also; this is a good reminder for us all in the cockpit of how important visual lookout is in all environments and the techniques we have (automation/autopilot) that allow us to maintain situational awareness while we look for potential threats.

Data retrieved from NASA's ASRS site 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.

Attributes
ACN	1512591
Time
Date	201801
Local Time Of Day	0601-1200
Place
Locale Reference	ZFW.ARTCC
State Reference	TX
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Make Model Name	A319
Operating Under FAR Part	Part 121
Flight Phase	Climb
Route In Use	SID DARTZ SEVEN
Flight Plan	IFR
Aircraft 2
Make Model Name	DC-3/Dakota/Skytrain
Operating Under FAR Part	Part 91
Flight Phase	Cruise
Person 1
Function	First Officer Pilot Not Flying
Qualification	Flight Crew Air Transport Pilot (ATP)
Experience	Flight Crew Total 12880
Events
Anomaly	ATC Issue All Types Conflict Airborne Conflict Deviation - Altitude Excursion From Assigned Altitude Deviation - Procedural Published Material / Policy

A319 first officer reported an airborne conflict during the climb out after reporting traffic in sight to ATC.