Departure TCAS RA Resulting in Near Mid Air Collision
Departing KVNY for KPSP passing through 10,000′, SoCal Departure gave us a turn to the northeast, a frequency change to LA Center and called traffic in one radio transmission. As we were switching and turning, we got a very aggressive TCAS RA with a very aggressive DESCEND command. The aircraft went to zero G and conflict was avoided. Weeks later I went in to review our FOQA ‘event’ and realized that we were estimated to be 134′ from the conflict aircraft. After further thought (thus the delay) I realized it was a potential learning opportunity and decided to submit an ASAP report. CFOQA picture of event and departure attached.
ERC Acceptance & Closing Notes:
- FOQA data was reviewed by the submitter and ERC and safety report was submitted internally.
- Company plans to brief for this event in meeting.
- Company expressed concern on the instructions given by station departure and would like to see if there is any follow up action the FAA could recommend preventing these types of occurrences as they frequent this station.
ATC SID Modifications Confusion
Crew filed Tbird departure out of PBI. Upon passenger arrival ATC shutdown departure corridor for thunderstorms. Crew refiled Welly SID after ATC recommendation to alleviate delay. Crew received new departure clearance via CPDLC just prior to departure. On taxi out crew received Modified departure to the OLAKE 2 SID via CPDLC. Departure procedure didn’t transfer to flight plan. Upon Takeoff crew checked in with Palm beach departure with altitude and SID assignment, at which point ATC pointed out we should be on the OLAKE 2 not the WELLY 3. At which point we were given new routing for the OLAKE 2 SID. No altitude or lateral conflicts occurred, since both departure procedures had minimum altitude crossing requirements of 4000’ and initial lateral track for both Departure procedures were identical.
Biggest takeaway is, when given multiple reroutes and modifications, double and triple check latest clearance and Modifications are in concurrence with ATC. Crew checking in on initial contact with SID assignment and altitude climbing to help error trap the issue.
ERC Acceptance & Closing Notes:
- Sole source.
- ERC had debrief with both pilots – crew checked with departure to confirm on their altitude and SID.
- Submitter briefed event in pilot meeting – recommendation to always confirm departure and arrival. This is apart of a the company’s normal procedures.
- Notice to pilots was emailed out with emphasis on CPDLC.
Security Issue – Passenger Count
PIC Report
Pax snuck an extra person on the flight. Multiple groups of passengers arrived in 20-minute waves. We did a head count but one was hiding in the baggage and in the lav so our count looked accurate. As the PIC, I checked the names of the manifest but failed to notice the extra person as many were standing and, in the lav., Once the FA notified us of the extra pax, we were already enroute. We notified dispatch and sent a copy of the extra pax id. They verified on the NFL and we continued. This will not happen again as we will be extra vigilant.
SIC Report
(KVNY-KTIW) I was copilot for today’s flight with [name]. Our passenger manifest called for 12 pax. The passengers arrived in waves. Once the final vehicle with pax arrived, 2 pax went in the baggage and lav area. As I walked up front to take my crew seat several pax were standing. I failed to take an accurate count. Halfway through the flight [name] and I were notified by [name] (FA) that there was an extra pax on board. We obtained the new passengers passport photo and sent it to dispatch. Failure to properly check pax to the manifest was the cause and will be corrected for future flights.
ERC Acceptance & Closing Notes:
- Sole source.
- Security issue – extra passenger was on board.
- Company counseled the pilots, cabin attendants and scheduling on the correct procedures.
- Notice to all pilots was sent out – emphasis on passenger control.
