Operational error less than standard separation involving air carrier X on departure and government ...

Attributes
ACN	318127
Time
Date	199510
Day	Wed
Local Time Of Day	0601 To 1200
Place
Locale Reference	atc facility : dav
State Reference	OH
Altitude	msl bound lower : 480 msl bound upper : 1000
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : day tower : lit
Operator	common carrier : air carrier
Make Model Name	B727-200
Operating Under FAR Part	Part 121
Flight Phase	climbout : takeoff climbout : initial climbout : intermediate altitude
Route In Use	enroute : on vectors
Flight Plan	IFR
Aircraft 2
Operator	other
Make Model Name	King Air C90 E90
Operating Under FAR Part	other : unknown
Flight Phase	descent : approach
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : instrument pilot : cfi pilot : atp pilot : commercial
Experience	flight time last 90 days : 80 flight time total : 8000 flight time type : 80
ASRS Report	318127
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	conflict : airborne less severe non adherence : required legal separation non adherence : published procedure other anomaly other
Independent Detector	aircraft equipment other aircraft equipment : unspecified other flight crewa
Resolutory Action	controller : issued new clearance flight crew : took evasive action other
Consequence	Other
Miss Distance	horizontal : 6000 vertical : 700
Supplementary
Primary Problem	ATC Human Performance
Air Traffic Incident	Operational Error

Narrative:

I was PNF on this leg to ord. After engine start we found there was a delay for takeoff of about 20 mins and were given taxi instructions to runway 36 where we could wait out the delay. As we were waiting our departure time, government Y, a king air, departed runway 36 with a flight check call sign. When our time was up we were cleared for takeoff to maintain 5000 ft and a left turn to 320 degrees. We entered the cloud deck about 400 ft and started the left turn. Tower again instructed the left turn and called traffic as a flight check aircraft inbound on the runway 18 ILS. Very soon after that call tower came back with a turn to 220 degrees and the TCASII called out 'traffic.' we increased the bank angle as soon as we heard the 220 degree heading. By now we were out of 1000 ft and the TCASII RA's were enabled. TCASII instructed a 'descend, descend.' tower instructed a 220 degree heading, again called the traffic, and I think it was here that he said something to the effect of 'he turned right on me.' our descent triggered the ground proximity system. It responded with a 'terrain terrain.' as we leveled off and could see the aircraft on TCASII off to the right and passing us, we continued the climb out. The entire incident was in IMC. Numerous factors were involved which contributed to what I feel was controller error. Tower was working ground and tower that morning and the field was IFR. A flow time to O'hare came up at the same time government Y was running a flight check of the opposite ILS. TCASII was difficult to read because the initial range is 20 NM. Takeoff is a busy time and you may not be thinking fast enough to select a close range when you're getting numerous inputs. I think that next time I'll pre-select a lower range before takeoff for better viewing. It would be better yet if TCASII defaulted initially to the lower range.

Original NASA ASRS Text

Title: OPERROR LTSS INVOLVING ACR X ON DEP AND GOV Y OPPOSITE DIRECTION APCH FOR AN ILS RWY 18. ACR X DEP RWY 36.

Narrative: I WAS PNF ON THIS LEG TO ORD. AFTER ENG START WE FOUND THERE WAS A DELAY FOR TKOF OF ABOUT 20 MINS AND WERE GIVEN TAXI INSTRUCTIONS TO RWY 36 WHERE WE COULD WAIT OUT THE DELAY. AS WE WERE WAITING OUR DEP TIME, GOV Y, A KING AIR, DEPARTED RWY 36 WITH A FLT CHK CALL SIGN. WHEN OUR TIME WAS UP WE WERE CLRED FOR TKOF TO MAINTAIN 5000 FT AND A L TURN TO 320 DEGS. WE ENTERED THE CLOUD DECK ABOUT 400 FT AND STARTED THE L TURN. TWR AGAIN INSTRUCTED THE L TURN AND CALLED TFC AS A FLT CHK ACFT INBOUND ON THE RWY 18 ILS. VERY SOON AFTER THAT CALL TWR CAME BACK WITH A TURN TO 220 DEGS AND THE TCASII CALLED OUT 'TFC.' WE INCREASED THE BANK ANGLE AS SOON AS WE HEARD THE 220 DEG HDG. BY NOW WE WERE OUT OF 1000 FT AND THE TCASII RA'S WERE ENABLED. TCASII INSTRUCTED A 'DSND, DSND.' TWR INSTRUCTED A 220 DEG HDG, AGAIN CALLED THE TFC, AND I THINK IT WAS HERE THAT HE SAID SOMETHING TO THE EFFECT OF 'HE TURNED RIGHT ON ME.' OUR DSCNT TRIGGERED THE GND PROX SYS. IT RESPONDED WITH A 'TERRAIN TERRAIN.' AS WE LEVELED OFF AND COULD SEE THE ACFT ON TCASII OFF TO THE R AND PASSING US, WE CONTINUED THE CLBOUT. THE ENTIRE INCIDENT WAS IN IMC. NUMEROUS FACTORS WERE INVOLVED WHICH CONTRIBUTED TO WHAT I FEEL WAS CTLR ERROR. TWR WAS WORKING GND AND TWR THAT MORNING AND THE FIELD WAS IFR. A FLOW TIME TO O'HARE CAME UP AT THE SAME TIME GOV Y WAS RUNNING A FLT CHK OF THE OPPOSITE ILS. TCASII WAS DIFFICULT TO READ BECAUSE THE INITIAL RANGE IS 20 NM. TKOF IS A BUSY TIME AND YOU MAY NOT BE THINKING FAST ENOUGH TO SELECT A CLOSE RANGE WHEN YOU'RE GETTING NUMEROUS INPUTS. I THINK THAT NEXT TIME I'LL PRE-SELECT A LOWER RANGE BEFORE TKOF FOR BETTER VIEWING. IT WOULD BE BETTER YET IF TCASII DEFAULTED INITIALLY TO THE LOWER RANGE.

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.

Operational error less than standard separation involving air carrier X on departure and government Y opposite direction approach for an ILS runway 18. Air carrier X departure runway 36.