Cessna Citation Undifferentiated or Other Model
Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Flight Crew Last 90 Days 95; Flight Crew Total 8600; Flight Crew Type 1650
Human-Machine Interface; Situational Awareness
Conflict Airborne Conflict
Flight Crew Became Reoriented
Procedure; Human Factors; Airport
Was left-seat and PIC on a [short] flight from Hayward.  Decided to go VFR at slow speed under Class B to see how much quicker it was then going IFR and for something different than the usual IFR departure.  Requested left overhead 270 departure from runway 28L and was cleared for takeoff for that departure with instructions to stay at or below 1000 feet.  Tower called traffic a B737 on approach to Oakland.  I reported it in sight when lined up for takeoff. The traffic was at our 8:30 moving to 9:00 so I waited a few seconds; figuring we would be behind it and at least 500 feet below it and not fly under its flight path.  We had to accelerate; lift off and initiate a left turn at 400 feet which I thought would have us within the airport boundary until we were headed South during our turn.  Our high thrust rating and lightweight enabled very fast acceleration and we were at 150 KIAS climbing at a 15 degree pitch attitude in the turn.  I spotted the 737 before we had completed 90 degrees of turn and was just about to level off at 1000 feet. I became distracted because of the proximity of the 737; and surprised that we had caught up to it as I expected it to be past us by then.  It also seemed as if the 737 was at our altitude.  I overshot by 20 feet then gradually descended to 850 as I tightened up the turn to slightly less than 40 degrees of bank.  Just after we were pointing directly at the 737 and beginning to diverge; we received an RA for several seconds asking for a mild descent.  Since we were already diverging; I called traffic in sight & no factor; continuing the turn and completing an otherwise uneventful flight.  We felt no wake; so I doubt we crossed under the flight path of the 737.  I'd say they were at 1250 MSL and we were at 1000 MSL when at our closest distance. I was concerned about this and fretted for awhile but the non flying pilot; a retired airline guy; said; 'They cleared us for takeoff and we maintained the altitude assigned don't worry.'  Its possible that I saw the 737 as larger than it was because of the circumstances. Factors leading to this:  1) I allowed the plane to accelerate rapidly by pitching up slowly and this delayed our turn - have been trying to find the smoothest way of rotating and beginning a climb for this aircraft and this was not it.  2) Misjudgment of the acceleration rate of a light Citation.  3) Forgot that the inbound ILS30-OAK track converges with HWD.  4) A bit fatigued from a hard workout the day before.  5)  Have not actually flown a jet for almost a month just C172s.  6)  Don't know why I didn't ask the tower for a 7 second delay on the runway but that would have solved everything and easily kept the 737 in sight during our turn. How to avoid in the future:  1) Just go IFR.  When we go IFR on these short repositioning legs; there are virtually never any problems.  But when VFR we usually have to deal with spotting small planes or some type of airspace restriction. 2) If going VFR on these repositioning legs; do a better traffic assessment making sure there is plenty of room for the desired pattern; using visual and TCAS; and look before starting a turn. The idea is to have a good plan regarding traffic; airspace; handoff to Departure and initiation of a climb before traffic; terrain or weather is a problem.  This is not the same as departing a from Pierre; South Dakota on a nice evening and picking up the clearance in the air.
We had been cleared a visual approach from 4000 feet about 15 to 20 miles out of OAK. Our approach briefing was for a VFR approach backed up by the ILS. We were high on profile because NorCal Approach had held us at a higher altitude for crossing traffic. I configured the aircraft in a timely manner to meet the Company-directed stabilized approach criteria. By 1500 feet; the aircraft was fully configured and meeting stabilized approach criteria and we had received landing clearance from Tower.My First Officer noticed a Citation on departure roll out of Hayward and queried OAK Tower about whether they were aware of the aircraft and what his climbout profile would be. OAK Tower indicated that he could depart and indicated what his profile would be; which gave us an idea of a potential conflict. The First Officer continued to monitor the Citation as I continued the stabilized approach. At approximately 1200 feet; we received a RA to descend. I pulled the throttles back and lowered the nose to follow the commands; which seemed conflicting since the traffic was climbing toward us. About two seconds later; we received a RA to climb and I pushed the power up and raised the nose to climb into the desired range. About two seconds later; we received a 'Clear of Conflict.' My First Officer had the aircraft visually until the aircraft disappeared behind our wing. Being on a visual approach; fully configured and in a position to safely land; we confirmed our landing clearance and landed. Tower queried about the conflict after landing and said the departure was in accordance with the LOA between the OAK and Hayward Towers. I could not find anything that directed us to maintain a certain altitude on visual approaches to minimize traffic conflicts. My First Officer and I have had previous conflicts with aircraft departing Hayward in VFR conditions. My First Officer really monitored the other aircraft to warn me of a potential conflict. We have a zone which we need to be in for stabilized approach criteria; clearly; the airspace plan is not working appropriately. Perhaps the two airports can come up with a better plan to prevent traffic conflicts. The problems seem to be primarily with higher performance aircraft that can fly a high rate of climb on the departure. TCAS seems unable to recognize that apparently the LOA provides for those aircraft to cross the OAK final at a low enough altitude to theoretically prevent a conflict. Can the Hayward climbout be modified so it does not have to cross the OAK final?
A Citation Captain departing HWD on Runway 28L describes a conflict with a B737 arriving OAK on the ILS 30. A description of the event from the perspective of the two B737 pilots is also included. The B737 First Officer questions the wisdom of allowing left turn out departures from HWD with traffic on the ILS 30 to OAK.