Narrative:

After takeoff from ont runway 26R, we began flying the prado 4 departure. During the initial turn, passing 180 degrees, we received our first TA from departure about GA traffic 11-12 O'clock and 5 mi restr to 3500 ft. We were to level at 3000 ft. The controller asked our altitude and advised us that her altitude encoding equipment was inoperative. As we were rolling out on a heading of approximately 115 degrees, the first officer (PNF) requested an update on the traffic position. The controller immediately came back with a position of '12-1 O'clock, 3 mi' then she said 'at your 12 O'clock now.' we were leveling at 3000 ft at this time. We all picked up the traffic about the same time as the engineer said, 'there he is, turn right.' the captain (PF) immediately initiated a right turn and the traffic (a single engine grumman) passed approximately 500-700 ft off of our left wing and co-altitude. Good cockpit resource management, good communication between the crew and the controller, and accurate position calls by the controller avoided a potential disaster. The GA pilot being 500 ft below his/her assigned altitude caused this very serious conflict. The malfunctioning encoding equipment for ATC was a contributing factor. TCASII would have greatly assisted both the pilots and the controller (who was busy) in this situation and should be required on large cargo aircraft.

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Original NASA ASRS Text

Title: WDB CARGO ACFT HAS NMAC WITH SMA ON DEP.

Narrative: AFTER TKOF FROM ONT RWY 26R, WE BEGAN FLYING THE PRADO 4 DEP. DURING THE INITIAL TURN, PASSING 180 DEGS, WE RECEIVED OUR FIRST TA FROM DEP ABOUT GA TFC 11-12 O'CLOCK AND 5 MI RESTR TO 3500 FT. WE WERE TO LEVEL AT 3000 FT. THE CTLR ASKED OUR ALT AND ADVISED US THAT HER ALT ENCODING EQUIP WAS INOP. AS WE WERE ROLLING OUT ON A HDG OF APPROX 115 DEGS, THE FO (PNF) REQUESTED AN UPDATE ON THE TFC POS. THE CTLR IMMEDIATELY CAME BACK WITH A POS OF '12-1 O'CLOCK, 3 MI' THEN SHE SAID 'AT YOUR 12 O'CLOCK NOW.' WE WERE LEVELING AT 3000 FT AT THIS TIME. WE ALL PICKED UP THE TFC ABOUT THE SAME TIME AS THE ENGINEER SAID, 'THERE HE IS, TURN R.' THE CAPT (PF) IMMEDIATELY INITIATED A R TURN AND THE TFC (A SINGLE ENG GRUMMAN) PASSED APPROX 500-700 FT OFF OF OUR L WING AND CO-ALT. GOOD COCKPIT RESOURCE MGMNT, GOOD COM BTWN THE CREW AND THE CTLR, AND ACCURATE POS CALLS BY THE CTLR AVOIDED A POTENTIAL DISASTER. THE GA PLT BEING 500 FT BELOW HIS/HER ASSIGNED ALT CAUSED THIS VERY SERIOUS CONFLICT. THE MALFUNCTIONING ENCODING EQUIP FOR ATC WAS A CONTRIBUTING FACTOR. TCASII WOULD HAVE GREATLY ASSISTED BOTH THE PLTS AND THE CTLR (WHO WAS BUSY) IN THIS SIT AND SHOULD BE REQUIRED ON LARGE CARGO ACFT.

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.