Narrative:

During departure (30L, san jose airport), the SID calls for runway heading to 1.8 DME, right turn to a 120 degree heading within 4 DME of sjc VOR, climb to at or below 5000' expect radar vectors to cross sjc VOR at or above 12000'. At approximately 1 DME and 1000' AGL, departure called traffic at approximately 10 O'clock (departing the parallel). It was a high wing small aircraft Y. When the advisory was made, our TCAS system called the traffic and told us to 'descend now' at a rate of 2000 FPM. We ignored the TCAS alert (being VFR and approximately 1000' AGL) and having the traffic in sight. With finding the traffic, cancelling the TCASII alert and talking to departure we flew to 2.2 DME instead of 1.8 DME before starting our turn. This caused us to make our turn to within 5 DME instead of 4 DME. (Using 30 aob). Departure control never commented on the occurrence. We thoroughly briefed the departure and were well versed on the procedure, however, being low and in the process of 'cleaning' up the airplane the TCASII alert which is a loud command, caused just enough extra activity to cause us to fly past 1.8 DME. It doesn't take long to go .4-.5 mi in an large transport. The crew does not want to hear a command to 'descend now'! At a 2000 FPM rate of descent at 1000' AGL. I can only imagine the confusion if we were IFR. We all should look into developing procedures involving TCASII and when and at what times it should be used. There is enough going on up there.

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Original NASA ASRS Text

Title: INACCURATE AND IMPROPER TCAS RESOLUTION ADVISORY CONTRIBUTES TO TRACK DEVIATION FOR ACR LGT DEPARTING SJC.

Narrative: DURING DEP (30L, SAN JOSE ARPT), THE SID CALLS FOR RWY HDG TO 1.8 DME, R TURN TO A 120 DEG HDG WITHIN 4 DME OF SJC VOR, CLB TO AT OR BELOW 5000' EXPECT RADAR VECTORS TO CROSS SJC VOR AT OR ABOVE 12000'. AT APPROX 1 DME AND 1000' AGL, DEP CALLED TFC AT APPROX 10 O'CLOCK (DEPARTING THE PARALLEL). IT WAS A HIGH WING SMA Y. WHEN THE ADVISORY WAS MADE, OUR TCAS SYS CALLED THE TFC AND TOLD US TO 'DSND NOW' AT A RATE OF 2000 FPM. WE IGNORED THE TCAS ALERT (BEING VFR AND APPROX 1000' AGL) AND HAVING THE TFC IN SIGHT. WITH FINDING THE TFC, CANCELLING THE TCASII ALERT AND TALKING TO DEP WE FLEW TO 2.2 DME INSTEAD OF 1.8 DME BEFORE STARTING OUR TURN. THIS CAUSED US TO MAKE OUR TURN TO WITHIN 5 DME INSTEAD OF 4 DME. (USING 30 AOB). DEP CTL NEVER COMMENTED ON THE OCCURRENCE. WE THOROUGHLY BRIEFED THE DEP AND WERE WELL VERSED ON THE PROC, HOWEVER, BEING LOW AND IN THE PROCESS OF 'CLEANING' UP THE AIRPLANE THE TCASII ALERT WHICH IS A LOUD COMMAND, CAUSED JUST ENOUGH EXTRA ACTIVITY TO CAUSE US TO FLY PAST 1.8 DME. IT DOESN'T TAKE LONG TO GO .4-.5 MI IN AN LGT. THE CREW DOES NOT WANT TO HEAR A COMMAND TO 'DSND NOW'! AT A 2000 FPM RATE OF DSNT AT 1000' AGL. I CAN ONLY IMAGINE THE CONFUSION IF WE WERE IFR. WE ALL SHOULD LOOK INTO DEVELOPING PROCS INVOLVING TCASII AND WHEN AND AT WHAT TIMES IT SHOULD BE USED. THERE IS ENOUGH GOING ON UP THERE.

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.