|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : las.airport|
|Altitude||msl bound lower : 10500|
msl bound upper : 12000
|Controlling Facilities||tracon : l30.tracon|
|Operator||common carrier : air carrier|
|Make Model Name||B737-700|
|Operating Under FAR Part||Part 121|
|Flight Phase||climbout : intermediate altitude|
ground : maintenance
|Route In Use||departure : on vectors|
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Experience||flight time last 90 days : 108|
flight time type : 108
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Experience||flight time last 90 days : 187|
|Anomaly||conflict : airborne critical|
|Independent Detector||other flight crewa|
other flight crewb
|Resolutory Action||controller : issued new clearance|
|Problem Areas||Flight Crew Human Performance|
ATC Human Performance
|Primary Problem||ATC Human Performance|
I was the first officer on flight from las. We departed runway 1R on ATC vectors. The captain performed the takeoff and climbing through 5000 ft he transferred controls over to me. Our initial clearance was a west heading from las departure followed by a 210 degree heading and clearance to 12000 ft. The captain responded 12000 ft to ATC. We were in IMC conditions from about 7000 ft and during the whole event. Climbing through 10000 ft; we completed the climb checklist. Shortly after climbing through 11000 ft las departure gave us instructions to descend to 10000 ft. ATC responded again with urgency to descend to 10000 ft. Our climb rate was about 2000 FPM and I started to reverse the vertical direction of the airplane. ATC then gave us a new heading of 240 degrees with urgency to avoid traffic. The captain resumed control of the aircraft at this point and kept the aircraft climbing to avoid traffic that was between 500-1000 ft below us. We received a traffic alert from our TCAS system; however; did not receive an RA. We responded that we were on a 240 degree heading to ATC and the captain kept the aircraft climbing to above 12300 ft. When we were clear of traffic; las departure gave us clearance to climb to 19000 ft and direct to a fix to resume the departure. I think that ATC was not aware that instructing us to climb to 12000 ft on our 210 degree heading was going to put us in conflict with another aircraft. At the point ATC told us to descend; the controller would have had us descending back towards the other aircraft. Better awareness from ATC both directionally and vertically to avoid traffic collisions in the las vegas departure. I also think that when this happens the crew needs to immediately turn off the autoplt and hand fly the airplane for better response time to avoid traffic. Supplemental information from acn 807785: as we rolled out on heading; I was able to get the nose down and started the descent. ATC then directed to again maintain 12000 ft. As much as I like getting out of las; if we had flown the SID in its entirety; nothing may have happened. If we did receive a bad altitude clearance (we both heard 12000 ft) nothing would help. The controller was very busy.
Original NASA ASRS Text
Title: B737 FLT CREW DEPARTING LAS ON VECTORS; RECEIVED CONFLICTING INSTRUCTIONS FROM ATC WITH REGARDS TO CONFLICT AIRCRAFT ON TCAS.
Narrative: I WAS THE FO ON FLT FROM LAS. WE DEPARTED RWY 1R ON ATC VECTORS. THE CAPT PERFORMED THE TKOF AND CLBING THROUGH 5000 FT HE TRANSFERRED CTLS OVER TO ME. OUR INITIAL CLRNC WAS A W HDG FROM LAS DEP FOLLOWED BY A 210 DEG HDG AND CLRNC TO 12000 FT. THE CAPT RESPONDED 12000 FT TO ATC. WE WERE IN IMC CONDITIONS FROM ABOUT 7000 FT AND DURING THE WHOLE EVENT. CLBING THROUGH 10000 FT; WE COMPLETED THE CLB CHKLIST. SHORTLY AFTER CLBING THROUGH 11000 FT LAS DEP GAVE US INSTRUCTIONS TO DSND TO 10000 FT. ATC RESPONDED AGAIN WITH URGENCY TO DSND TO 10000 FT. OUR CLB RATE WAS ABOUT 2000 FPM AND I STARTED TO REVERSE THE VERT DIRECTION OF THE AIRPLANE. ATC THEN GAVE US A NEW HDG OF 240 DEGS WITH URGENCY TO AVOID TFC. THE CAPT RESUMED CTL OF THE ACFT AT THIS POINT AND KEPT THE ACFT CLBING TO AVOID TFC THAT WAS BTWN 500-1000 FT BELOW US. WE RECEIVED A TFC ALERT FROM OUR TCAS SYS; HOWEVER; DID NOT RECEIVE AN RA. WE RESPONDED THAT WE WERE ON A 240 DEG HDG TO ATC AND THE CAPT KEPT THE ACFT CLBING TO ABOVE 12300 FT. WHEN WE WERE CLR OF TFC; LAS DEP GAVE US CLRNC TO CLB TO 19000 FT AND DIRECT TO A FIX TO RESUME THE DEP. I THINK THAT ATC WAS NOT AWARE THAT INSTRUCTING US TO CLB TO 12000 FT ON OUR 210 DEG HDG WAS GOING TO PUT US IN CONFLICT WITH ANOTHER ACFT. AT THE POINT ATC TOLD US TO DSND; THE CTLR WOULD HAVE HAD US DSNDING BACK TOWARDS THE OTHER ACFT. BETTER AWARENESS FROM ATC BOTH DIRECTIONALLY AND VERTLY TO AVOID TFC COLLISIONS IN THE LAS VEGAS DEP. I ALSO THINK THAT WHEN THIS HAPPENS THE CREW NEEDS TO IMMEDIATELY TURN OFF THE AUTOPLT AND HAND FLY THE AIRPLANE FOR BETTER RESPONSE TIME TO AVOID TFC. SUPPLEMENTAL INFO FROM ACN 807785: AS WE ROLLED OUT ON HDG; I WAS ABLE TO GET THE NOSE DOWN AND STARTED THE DSCNT. ATC THEN DIRECTED TO AGAIN MAINTAIN 12000 FT. AS MUCH AS I LIKE GETTING OUT OF LAS; IF WE HAD FLOWN THE SID IN ITS ENTIRETY; NOTHING MAY HAVE HAPPENED. IF WE DID RECEIVE A BAD ALT CLRNC (WE BOTH HEARD 12000 FT) NOTHING WOULD HELP. THE CTLR WAS VERY BUSY.
Data retrieved from NASA's ASRS site as of May 2009 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.