Air carrier medium large transport altitude deviation excursion from clearance altitude in response ...

Attributes
ACN	192345
Time
Date	199110
Day	Mon
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : dfw
State Reference	TX
Altitude	msl bound lower : 10000 msl bound upper : 10200
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : dfw
Operator	common carrier : air carrier
Make Model Name	Medium Large Transport, Low Wing, 2 Turbojet Eng
Flight Phase	climbout : intermediate altitude cruise other
Route In Use	enroute : on vectors
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Experience	flight time last 90 days : 100 flight time total : 8000 flight time type : 500
ASRS Report	192345
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	altitude deviation : excursion from assigned altitude conflict : airborne less severe
Independent Detector	aircraft equipment other aircraft equipment : unspecified
Resolutory Action	controller : issued new clearance
Consequence	Other
Miss Distance	vertical : 400
Supplementary
Primary Problem	Aircraft
Air Traffic Incident	other

Narrative:

We were on a radar vectored heading of 080 degree, level at 10000 ft on dfw regional departure control when we were given a clearance to turn left heading 350 degree. At that time we noticed traffic at our 10-11 O'clock position on the TCASII display and at 400 ft below our altitude and within 3 NM at the moment we got a TCASII RA alert and started a climb based on the information on the ivsi. Immediately thereafter we received clearance from ATC to climb to 17000 ft. I believe problem was caused in part by the following: 1) lack of traffic information by ATC. 2) VFR traffic mixing with IFR traffic in congested airspace. 3) increased crew workload associated with acceleration of jet traffic at 10000 ft along with ATC clearance to turn to new heading. I believe a lot of these kinds of problems can be corrected by raising the ceiling of a busy TCA to 11000 ft MSL to facilitate level off and acceleration of turbojet aircraft at a time when most crews are busy in the transition, especially in a 2 person crew.

Original NASA ASRS Text

Title: ACR MLG ALTDEV EXCURSION FROM CLRNC ALT IN RESPONSE TO TCASII RA.

Narrative: WE WERE ON A RADAR VECTORED HDG OF 080 DEG, LEVEL AT 10000 FT ON DFW REGIONAL DEP CTL WHEN WE WERE GIVEN A CLRNC TO TURN L HDG 350 DEG. AT THAT TIME WE NOTICED TFC AT OUR 10-11 O'CLOCK POS ON THE TCASII DISPLAY AND AT 400 FT BELOW OUR ALT AND WITHIN 3 NM AT THE MOMENT WE GOT A TCASII RA ALERT AND STARTED A CLB BASED ON THE INFO ON THE IVSI. IMMEDIATELY THEREAFTER WE RECEIVED CLRNC FROM ATC TO CLB TO 17000 FT. I BELIEVE PROBLEM WAS CAUSED IN PART BY THE FOLLOWING: 1) LACK OF TFC INFO BY ATC. 2) VFR TFC MIXING WITH IFR TFC IN CONGESTED AIRSPACE. 3) INCREASED CREW WORKLOAD ASSOCIATED WITH ACCELERATION OF JET TFC AT 10000 FT ALONG WITH ATC CLRNC TO TURN TO NEW HDG. I BELIEVE A LOT OF THESE KINDS OF PROBLEMS CAN BE CORRECTED BY RAISING THE CEILING OF A BUSY TCA TO 11000 FT MSL TO FACILITATE LEVEL OFF AND ACCELERATION OF TURBOJET ACFT AT A TIME WHEN MOST CREWS ARE BUSY IN THE TRANSITION, ESPECIALLY IN A 2 PERSON CREW.

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.

Air carrier medium large transport altitude deviation excursion from clearance altitude in response to TCASII RA.