Emj inbound to dfw experienced a TA and RA with 2 separate aircraft.

Attributes
ACN	582416
Time
Date	200305
Day	Thu
Place
Locale Reference	airport : dfw.airport
State Reference	TX
Altitude	msl bound lower : 10700 msl bound upper : 11000
Aircraft 1
Controlling Facilities	tracon : d10.tracon
Operator	common carrier : air carrier
Make Model Name	EMB ERJ 145 ER&LR
Operating Under FAR Part	Part 121
Flight Phase	cruise : level descent : approach
Route In Use	arrival star : byp
Flight Plan	IFR
Aircraft 2
Controlling Facilities	tracon : d10.tracon
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Flight Phase	cruise : level
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : commercial pilot : multi engine pilot : instrument
ASRS Report	582416
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Events
Anomaly	altitude deviation : excursion from assigned altitude conflict : airborne critical conflict : airborne less severe
Independent Detector	aircraft equipment : tcas other flight crewa
Resolutory Action	flight crew : took evasive action
Consequence	faa : reviewed incident with flight crew
Supplementary
Problem Areas	Aircraft Flight Crew Human Performance ATC Human Performance
Primary Problem	Ambiguous

Narrative:

We were flying the byp.4 arrival into dfw landing runway 36R. We received 2 TA's on our TCASII at nearly the same time. One TA for departing dfw traffic at our 9 O'clock position and 1000 ft below, and a TA at 1 O'clock position and 500 ft above. We were at 11000 ft. The traffic ahead and above made a turn toward us and began a descent that caused an RA to occur. We complied with the RA which entailed descending to clear the conflict. Dfw TRACON questioned if we were complying with an RA. We advised him that indeed we were. At this point, he became upset that we descended at all. We notified him that we were required to follow an RA when we cannot ensure separation visually. He did not seem satisfied with that response. Our flight was the second aircraft in a row that received an RA due to the traffic above. At this point, we received a frequency change and nothing else was said. It is important controllers and pilots both realize that an RA is required to be complied with when traffic conflicts total altitude loss during maneuver was only 300 ft.

Original NASA ASRS Text

Title: EMJ INBOUND TO DFW EXPERIENCED A TA AND RA WITH 2 SEPARATE ACFT.

Narrative: WE WERE FLYING THE BYP.4 ARR INTO DFW LNDG RWY 36R. WE RECEIVED 2 TA'S ON OUR TCASII AT NEARLY THE SAME TIME. ONE TA FOR DEPARTING DFW TFC AT OUR 9 O'CLOCK POS AND 1000 FT BELOW, AND A TA AT 1 O'CLOCK POS AND 500 FT ABOVE. WE WERE AT 11000 FT. THE TFC AHEAD AND ABOVE MADE A TURN TOWARD US AND BEGAN A DSCNT THAT CAUSED AN RA TO OCCUR. WE COMPLIED WITH THE RA WHICH ENTAILED DSNDING TO CLR THE CONFLICT. DFW TRACON QUESTIONED IF WE WERE COMPLYING WITH AN RA. WE ADVISED HIM THAT INDEED WE WERE. AT THIS POINT, HE BECAME UPSET THAT WE DSNDED AT ALL. WE NOTIFIED HIM THAT WE WERE REQUIRED TO FOLLOW AN RA WHEN WE CANNOT ENSURE SEPARATION VISUALLY. HE DID NOT SEEM SATISFIED WITH THAT RESPONSE. OUR FLT WAS THE SECOND ACFT IN A ROW THAT RECEIVED AN RA DUE TO THE TFC ABOVE. AT THIS POINT, WE RECEIVED A FREQ CHANGE AND NOTHING ELSE WAS SAID. IT IS IMPORTANT CTLRS AND PLTS BOTH REALIZE THAT AN RA IS REQUIRED TO BE COMPLIED WITH WHEN TFC CONFLICTS TOTAL ALT LOSS DURING MANEUVER WAS ONLY 300 FT.

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.