Narrative:

I was the captain of a very light (at 330000 pounds) DC10-30 with the first officer flying, departing mem en route to ord. After takeoff we were given a heading change, left turn from runway heading (180 degrees) to 010 degrees to join J171 by mem departure. Since we were in a very light DC10-30, our climb rate was in excess of 6000 FPM. The turn we were given was also in a turn to the northeast. Because our aircraft was so light we climbed at 250 KTS through preceding aircraft's altitude in the turn, therefore, coming closer than we (crew) and departure control calculated. We had other aircraft in visual contact at all times. No corrective actions were required to miss other aircraft. After reflecting on this situation, I feel it would have been prudent to slow our aircraft's rate of climb to more conform to expected traffic flows. Mem departure did not expect our aircraft to have such a great rate of climb, and it caused him to give us the turn which conflicted with the other aircraft. Supplemental information from acn 417362: I was the first officer flying a standard departure. The controller was probably not used to seeing a DC10 climb like this. He gave us a left turn from a 180 degree heading to 010 degrees to join the airway (J171?). We asked the controller what the other aircraft rollout heading would be and the controller just told us we should be in a turn. We replied we were. He asked our speed, we replied 250 KTS, and that was the end.

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Original NASA ASRS Text

Title: A LIGHT DC10-30 FREIGHTER CLBS, AT A HIGH RATE OF CLB, THROUGH A PRECEDING ACFT'S ALT WITH LTSS.

Narrative: I WAS THE CAPT OF A VERY LIGHT (AT 330000 LBS) DC10-30 WITH THE FO FLYING, DEPARTING MEM ENRTE TO ORD. AFTER TKOF WE WERE GIVEN A HDG CHANGE, L TURN FROM RWY HDG (180 DEGS) TO 010 DEGS TO JOIN J171 BY MEM DEP. SINCE WE WERE IN A VERY LIGHT DC10-30, OUR CLB RATE WAS IN EXCESS OF 6000 FPM. THE TURN WE WERE GIVEN WAS ALSO IN A TURN TO THE NE. BECAUSE OUR ACFT WAS SO LIGHT WE CLBED AT 250 KTS THROUGH PRECEDING ACFT'S ALT IN THE TURN, THEREFORE, COMING CLOSER THAN WE (CREW) AND DEP CTL CALCULATED. WE HAD OTHER ACFT IN VISUAL CONTACT AT ALL TIMES. NO CORRECTIVE ACTIONS WERE REQUIRED TO MISS OTHER ACFT. AFTER REFLECTING ON THIS SIT, I FEEL IT WOULD HAVE BEEN PRUDENT TO SLOW OUR ACFT'S RATE OF CLB TO MORE CONFORM TO EXPECTED TFC FLOWS. MEM DEP DID NOT EXPECT OUR ACFT TO HAVE SUCH A GREAT RATE OF CLB, AND IT CAUSED HIM TO GIVE US THE TURN WHICH CONFLICTED WITH THE OTHER ACFT. SUPPLEMENTAL INFO FROM ACN 417362: I WAS THE FO FLYING A STANDARD DEP. THE CTLR WAS PROBABLY NOT USED TO SEEING A DC10 CLB LIKE THIS. HE GAVE US A L TURN FROM A 180 DEG HDG TO 010 DEGS TO JOIN THE AIRWAY (J171?). WE ASKED THE CTLR WHAT THE OTHER ACFT ROLLOUT HDG WOULD BE AND THE CTLR JUST TOLD US WE SHOULD BE IN A TURN. WE REPLIED WE WERE. HE ASKED OUR SPD, WE REPLIED 250 KTS, AND THAT WAS THE END.

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.