Narrative:

Climbing to FL410 our indicated mach was about 84/85.5, decreasing to 81.5. I was concerned about the airplane performance at high altitude and stated so. I had just looked up maximum climb power for 39000 ft and checked the N1 gauges. I was concerned about aircraft bank and buffer due to being new on the aircraft. At about 39000 ft ATC quickly gave us a new en route clearance direct svm, direct yqg V103 dawn (dawn was actually gonne) direct cle. The captain entered 114.3 into #2 VOR. I was asked to turn to about 180/210 (90+ turn). Immediately after the turn and reaching FL410, I gave the check captain the airplane and asked for the map. I entered svm in VOR #1 and idented it. It was the wrong identify and so advised the captain. We all had visual contact with opposite traffic, and I was not concerned about a conflict problem. The captain asked for svm's latitude/longitude coordinates and I told him that the map did not display the latitude/longitude for svm. I immediately entered svm, yqg and gonne in the GPS and went direct to svm. The center at that time gave us a heading change to fly. I then took control of the autoplt and steered the heading. The rest of the flight was completed normally. Supplemental information from acn 341512: after rolling out on a southerly heading, the captain in the left seat gave control of the aircraft to the captain in the right seat and asked for and was given the charts to identify salem and load the coordinates into the GPS and omega navigation system (ONS). The captain in the right seat then looked out and visually noted the traffic to be in his forward left quadrant and at approximately 25 mi on the TCASII at FL410. As the traffic closed to under 20 NM and approached 15 NM, we initiated a call to ZMP and told them of the potential conflict. At this time, the captain in the left seat had finished loading the coordinates into the GPS and was beginning a turn direct salem to the e-se. ZMP quickly came back and instructed us to make an immediate left turn to 90 degrees. The captain in the right seat acknowledged the call and the captain in the left seat made the turn to 90 degrees. This turn was accomplished with the traffic in sight at all times and the closest passing distance, as I recall, was approximately 5 mi. A TCASII traffic resolution did enunciate during the turn. The other traffic was given a turn to 240 degrees. It did seem that we were receiving the majority of the vectors in deference to the other traffic. After the event in question, we all agreed that 'vector until receiving or RNAV direct' should have been included with a VOR fix outside the ssv. I do not recall any such clearance other than direct salem being given.

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Original NASA ASRS Text

Title: FLC HAS A LESS SEVERE CONFLICT IN THE AREA OF SALEM, MI.

Narrative: CLBING TO FL410 OUR INDICATED MACH WAS ABOUT 84/85.5, DECREASING TO 81.5. I WAS CONCERNED ABOUT THE AIRPLANE PERFORMANCE AT HIGH ALT AND STATED SO. I HAD JUST LOOKED UP MAX CLB PWR FOR 39000 FT AND CHKED THE N1 GAUGES. I WAS CONCERNED ABOUT ACFT BANK AND BUFFER DUE TO BEING NEW ON THE ACFT. AT ABOUT 39000 FT ATC QUICKLY GAVE US A NEW ENRTE CLRNC DIRECT SVM, DIRECT YQG V103 DAWN (DAWN WAS ACTUALLY GONNE) DIRECT CLE. THE CAPT ENTERED 114.3 INTO #2 VOR. I WAS ASKED TO TURN TO ABOUT 180/210 (90+ TURN). IMMEDIATELY AFTER THE TURN AND REACHING FL410, I GAVE THE CHK CAPT THE AIRPLANE AND ASKED FOR THE MAP. I ENTERED SVM IN VOR #1 AND IDENTED IT. IT WAS THE WRONG IDENT AND SO ADVISED THE CAPT. WE ALL HAD VISUAL CONTACT WITH OPPOSITE TFC, AND I WAS NOT CONCERNED ABOUT A CONFLICT PROB. THE CAPT ASKED FOR SVM'S LATITUDE/LONGITUDE COORDINATES AND I TOLD HIM THAT THE MAP DID NOT DISPLAY THE LATITUDE/LONGITUDE FOR SVM. I IMMEDIATELY ENTERED SVM, YQG AND GONNE IN THE GPS AND WENT DIRECT TO SVM. THE CTR AT THAT TIME GAVE US A HDG CHANGE TO FLY. I THEN TOOK CTL OF THE AUTOPLT AND STEERED THE HDG. THE REST OF THE FLT WAS COMPLETED NORMALLY. SUPPLEMENTAL INFO FROM ACN 341512: AFTER ROLLING OUT ON A SOUTHERLY HDG, THE CAPT IN THE L SEAT GAVE CTL OF THE ACFT TO THE CAPT IN THE R SEAT AND ASKED FOR AND WAS GIVEN THE CHARTS TO IDENT SALEM AND LOAD THE COORDINATES INTO THE GPS AND OMEGA NAVIGATION SYSTEM (ONS). THE CAPT IN THE R SEAT THEN LOOKED OUT AND VISUALLY NOTED THE TFC TO BE IN HIS FORWARD L QUADRANT AND AT APPROX 25 MI ON THE TCASII AT FL410. AS THE TFC CLOSED TO UNDER 20 NM AND APCHED 15 NM, WE INITIATED A CALL TO ZMP AND TOLD THEM OF THE POTENTIAL CONFLICT. AT THIS TIME, THE CAPT IN THE L SEAT HAD FINISHED LOADING THE COORDINATES INTO THE GPS AND WAS BEGINNING A TURN DIRECT SALEM TO THE E-SE. ZMP QUICKLY CAME BACK AND INSTRUCTED US TO MAKE AN IMMEDIATE L TURN TO 90 DEGS. THE CAPT IN THE R SEAT ACKNOWLEDGED THE CALL AND THE CAPT IN THE L SEAT MADE THE TURN TO 90 DEGS. THIS TURN WAS ACCOMPLISHED WITH THE TFC IN SIGHT AT ALL TIMES AND THE CLOSEST PASSING DISTANCE, AS I RECALL, WAS APPROX 5 MI. A TCASII TFC RESOLUTION DID ENUNCIATE DURING THE TURN. THE OTHER TFC WAS GIVEN A TURN TO 240 DEGS. IT DID SEEM THAT WE WERE RECEIVING THE MAJORITY OF THE VECTORS IN DEFERENCE TO THE OTHER TFC. AFTER THE EVENT IN QUESTION, WE ALL AGREED THAT 'VECTOR UNTIL RECEIVING OR RNAV DIRECT' SHOULD HAVE BEEN INCLUDED WITH A VOR FIX OUTSIDE THE SSV. I DO NOT RECALL ANY SUCH CLRNC OTHER THAN DIRECT SALEM BEING GIVEN.

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.