B737 flight crew experiences a TCAS RA at FL270 with an opposite direction F16 assigned FL260. ATC advises that the F16 is maintaining FL260 but the crew complies with the RA.
Synopsis
B737 flight crew experiences a TCAS RA at FL270 with an opposite direction F16 assigned FL260. ATC advises that the F16 is maintaining FL260 but the crew complies with the RA.
Narrative
We were cruising at FL270 when I observed a TCAS target about 14 miles at 12 o'clock. It appeared to be descending slightly below FL260 and then climbing about 200 FT above FL260. I presumed that it had just slightly missed a level off and was correcting. Then we received a TCAS RA to climb at more than 2000 FPM. I observed the intruder target within -400 FT of our aircraft on the TCAS indicator. I had already begun an evasive climb maneuver in response to the TCAS RA when I saw a military fighter head on opposite direction on an absolute collision course with us. Houston ARTCC had not issued any traffic advisory. It is my belief that the TCAS equipment averted a catastrophe. During the ensuing communication with ATC; I believe I may have inadvertently used an expletive over the ATC frequency. This communication was intended for my First Officer as we were using headsets and the ICS (intercom) system. I believe that I keyed the VHF 1 transmit button on the yoke when I intended to squeeze the ICS (intercom) button on the yoke.A traffic advisory would have had us being alerted sooner for the traffic. However; I don't believe it would have changed the outcome. I believe the fighter pilot should be interrogated seriously with regard to his (alleged) failure to maintain assigned altitude and his insistence that he was not off his altitude as reported to us by the Center Controller.
Second reporter narrative
Our aircraft was cruising at FL270 when we received a TCAS RA. I was the First Officer and pilot not flying. When the alert first went off; I looked up and saw a black aircraft that appeared to be converging head on. I checked my VSI and saw the target 700 FT below change to 500 FT and then to 400 FT below. I then checked that my Captain was complying with the climb instructions of the RA. I do not know how close we came. I told ATC that we were climbing for a TCAS RA. The Center replied that the aircraft was an F16 and was 1000 FT below us. My Captain responded that he did not agree.My Captain went off frequency to check on passengers and flight attendants to make sure everyone was okay. While he was off; ATC stated that our aircraft was probably at least 35 years old and eluded that we had an erratic TCAS warning. I then relayed this statement to my Captain. There were a couple of more transmissions back and forth (read between the lines) and we were then handed off. To say we were both upset and rattled is an understatement. We both feel our TCAS system saved us all. My Captain did not hesitate to respond to the warning and I credit him with my being here to submit this report.ATC responded that they had had a rough day with weather and other issues. I know fatigue affects us all.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.