Potential conflict with same direction traffic.

Attributes
ACN	227871
Time
Date	199212
Day	Wed
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : dfw
State Reference	TX
Altitude	msl bound lower : 9200 msl bound upper : 13000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : dfw tower : cak
Operator	common carrier : air carrier
Make Model Name	Medium Large Transport, Low Wing, 2 Turbojet Eng
Navigation In Use	Other
Flight Phase	climbout : intermediate altitude
Route In Use	departure other departure sid : sid enroute : on vectors
Flight Plan	IFR
Aircraft 2
Operator	common carrier : air carrier
Make Model Name	Medium Large Transport, Low Wing, 2 Turbojet Eng
Flight Phase	cruise other cruise other
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 75 flight time type : 75
ASRS Report	227871
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Events
Anomaly	conflict : airborne less severe non adherence : published procedure
Independent Detector	aircraft equipment other aircraft equipment : unspecified other controllera
Resolutory Action	controller : issued new clearance flight crew : took evasive action
Consequence	Other
Miss Distance	horizontal : 6000 vertical : 800
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	other

Narrative:

I have been flying captain about 1 month domestically after 2 yrs of international flying. I've been surprised by the number of immediate climbs, dscnts, turns that I've been given by ATC in the last month. On this same trip we also got an RA from a light sel flying through the bna ILS course 20L. However, we had good visual contact on him prior to the RA and avoided him by deviating course behind the intruder. My gut question is,' is our positive control ATC system coming unglued?' climbing 250 KTS to 13000 ft on dallas 8, dfw departure. TA noted above and ahead right. Looked above and forward but no contact. RA noted, we reduced climb, leveling about 9200. ATC then called telling us to maintain 9000 ft as we were being overtaken from behind. Descended to 9000 and obtained visual contact ahead and to the right in a right hand turn. We had departed runway 35, maintaining 360 degrees much longer than normal. Then turned to heading 110 degrees to intercept 067 degree dfw with 8000 ft restriction. Later cleared above 10000. Intruder overtook us from behind. I do not know why intruder was at that altitude or speed near dfw.

Original NASA ASRS Text

Title: POTENTIAL CONFLICT WITH SAME DIRECTION TFC.

Narrative: I HAVE BEEN FLYING CAPT ABOUT 1 MONTH DOMESTICALLY AFTER 2 YRS OF INTL FLYING. I'VE BEEN SURPRISED BY THE NUMBER OF IMMEDIATE CLBS, DSCNTS, TURNS THAT I'VE BEEN GIVEN BY ATC IN THE LAST MONTH. ON THIS SAME TRIP WE ALSO GOT AN RA FROM A LIGHT SEL FLYING THROUGH THE BNA ILS COURSE 20L. HOWEVER, WE HAD GOOD VISUAL CONTACT ON HIM PRIOR TO THE RA AND AVOIDED HIM BY DEVIATING COURSE BEHIND THE INTRUDER. MY GUT QUESTION IS,' IS OUR POSITIVE CTL ATC SYS COMING UNGLUED?' CLBING 250 KTS TO 13000 FT ON DALLAS 8, DFW DEP. TA NOTED ABOVE AND AHEAD R. LOOKED ABOVE AND FORWARD BUT NO CONTACT. RA NOTED, WE REDUCED CLB, LEVELING ABOUT 9200. ATC THEN CALLED TELLING US TO MAINTAIN 9000 FT AS WE WERE BEING OVERTAKEN FROM BEHIND. DSNDED TO 9000 AND OBTAINED VISUAL CONTACT AHEAD AND TO THE R IN A R HAND TURN. WE HAD DEPARTED RWY 35, MAINTAINING 360 DEGS MUCH LONGER THAN NORMAL. THEN TURNED TO HDG 110 DEGS TO INTERCEPT 067 DEG DFW WITH 8000 FT RESTRICTION. LATER CLRED ABOVE 10000. INTRUDER OVERTOOK US FROM BEHIND. I DO NOT KNOW WHY INTRUDER WAS AT THAT ALT OR SPD NEAR DFW.

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.