Narrative:

After takeoff on a vector off the SID from dfw, we were given a clearance of right turn to 280 degree heading. After a short period of time, we were to intercept the ranger 250 degree radial outbound. I started to set in the outbound radial on the FMS. Ranger was not part of the SID nor was it on the plate. I spent a little extra time finding it. The captain, in the meantime, started a left turn off the 280 degree radial without my knowledge. I told him I was having a problem finding ranger. I soon realized that we were on a heading further south than we ought to be and commented we needed to come back to at least 250 degrees. At that time at 10000 ft MSL and climbing to 17000 ft MSL, a TCASII sounded and the captain responded, lowering the nose as instructed by the TCASII. ATC came on the frequency and told us to turn right to 280 degrees. I acknowledged and told them we were responding to an RA. Lessons learned: 1) the PF should always keep the PNF informed as to what they are doing, especially when the PNF is heads down. 2) when a fix is not readily available, ask the ATC agency for a frequency or identify. Supplemental information from acn 466000: I was PF. Subsequently given clearance 'turn left, intercept the ranger 250 degree radial, own navigation.' I began a turn to the left, directed PNF to overlay raw data on HSI to track outbound as clearance radial not part of original SID. While turning and climbing, some confusion as to ranger or maverick, rolled out heading 210 degrees in climb. Major lesson learned: self-induced RA due to early compliance with clearance, ie, turn left without having NAVAID depicted to intercept. Worst day I have had in my experience.

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Original NASA ASRS Text

Title: A B757-200 FLC EXPERIENCES A POTENTIAL CONFLICT DURING A HDG TRACK DEV WHEN THE PIC PF TURNS THE ACFT TOO FAR TO THE L IN AN EARLY TURN FOR A RADIAL INTERCEPT OFF OF FUZ VOR SW OF DFW, TX.

Narrative: AFTER TKOF ON A VECTOR OFF THE SID FROM DFW, WE WERE GIVEN A CLRNC OF R TURN TO 280 DEG HDG. AFTER A SHORT PERIOD OF TIME, WE WERE TO INTERCEPT THE RANGER 250 DEG RADIAL OUTBOUND. I STARTED TO SET IN THE OUTBOUND RADIAL ON THE FMS. RANGER WAS NOT PART OF THE SID NOR WAS IT ON THE PLATE. I SPENT A LITTLE EXTRA TIME FINDING IT. THE CAPT, IN THE MEANTIME, STARTED A L TURN OFF THE 280 DEG RADIAL WITHOUT MY KNOWLEDGE. I TOLD HIM I WAS HAVING A PROB FINDING RANGER. I SOON REALIZED THAT WE WERE ON A HDG FURTHER S THAN WE OUGHT TO BE AND COMMENTED WE NEEDED TO COME BACK TO AT LEAST 250 DEGS. AT THAT TIME AT 10000 FT MSL AND CLBING TO 17000 FT MSL, A TCASII SOUNDED AND THE CAPT RESPONDED, LOWERING THE NOSE AS INSTRUCTED BY THE TCASII. ATC CAME ON THE FREQ AND TOLD US TO TURN R TO 280 DEGS. I ACKNOWLEDGED AND TOLD THEM WE WERE RESPONDING TO AN RA. LESSONS LEARNED: 1) THE PF SHOULD ALWAYS KEEP THE PNF INFORMED AS TO WHAT THEY ARE DOING, ESPECIALLY WHEN THE PNF IS HEADS DOWN. 2) WHEN A FIX IS NOT READILY AVAILABLE, ASK THE ATC AGENCY FOR A FREQ OR IDENT. SUPPLEMENTAL INFO FROM ACN 466000: I WAS PF. SUBSEQUENTLY GIVEN CLRNC 'TURN L, INTERCEPT THE RANGER 250 DEG RADIAL, OWN NAV.' I BEGAN A TURN TO THE L, DIRECTED PNF TO OVERLAY RAW DATA ON HSI TO TRACK OUTBOUND AS CLRNC RADIAL NOT PART OF ORIGINAL SID. WHILE TURNING AND CLBING, SOME CONFUSION AS TO RANGER OR MAVERICK, ROLLED OUT HDG 210 DEGS IN CLB. MAJOR LESSON LEARNED: SELF-INDUCED RA DUE TO EARLY COMPLIANCE WITH CLRNC, IE, TURN L WITHOUT HAVING NAVAID DEPICTED TO INTERCEPT. WORST DAY I HAVE HAD IN MY EXPERIENCE.

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.