Narrative:

Climbing through 10;000 [feet]; ATC assigns 220 heading; then direct mnate when able. While climbing through 11;000 and approaching 280 knots; ATC directs; 'expedite climb through 14;000.' speed intervention selected and dialed in 265 knots. Perhaps 2-3 seconds later TCAS announces; 'traffic.' target appears on nd 1;300 feet above and directly ahead perhaps 3-4 miles; maximum. Acquired visual contact and determined that a RA was likely going to happen within seconds. Not knowing the other aircraft type or intentions; I made the decision to stop climb below the target aircraft and turn left approximately 20 degrees. While announcing this to the first officer and executing the changes; but before telling him to notify ATC; ATC orders us to turn left 15 degrees and stop climb at 12;500. As this is happening; I observe the target aircraft; a cessna caravan; turning to a westerly heading and several skydivers departing the aircraft. We were a bit busy at this point in time; and I did not note the exact distance or altitude separation at the closest point; but I estimate we were less than 1;000 feet below the caravan and less than 2 miles away. This is after deviating from the original ATC clearance to avoid a potential conflict. Absent the deviation; a RA or worse would have been the result. In my opinion; human error on the part of ATC. They were aware of the jump aircraft; and yet we were assigned a heading and altitude that caused a TA.

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Original NASA ASRS Text

Title: B737 Captain reports an airborne conflict with a C208 dropping skydivers. ATC was in contact with both aircraft and issued last minute heading and altitude instructions to the reporter to avoid collision. A TCAS TA was annunciated.

Narrative: Climbing through 10;000 [feet]; ATC assigns 220 heading; then direct MNATE when able. While climbing through 11;000 and approaching 280 knots; ATC directs; 'Expedite climb through 14;000.' Speed intervention selected and dialed in 265 knots. Perhaps 2-3 seconds later TCAS announces; 'Traffic.' Target appears on ND 1;300 feet above and directly ahead perhaps 3-4 miles; maximum. Acquired visual contact and determined that a RA was likely going to happen within seconds. Not knowing the other aircraft type or intentions; I made the decision to stop climb below the target aircraft and turn left approximately 20 degrees. While announcing this to the First Officer and executing the changes; but before telling him to notify ATC; ATC orders us to turn left 15 degrees and stop climb at 12;500. As this is happening; I observe the target aircraft; a Cessna Caravan; turning to a westerly heading and several skydivers departing the aircraft. We were a bit busy at this point in time; and I did not note the exact distance or altitude separation at the closest point; but I estimate we were less than 1;000 feet below the Caravan and less than 2 miles away. This is after deviating from the original ATC clearance to avoid a potential conflict. Absent the deviation; a RA or worse would have been the result. In my opinion; human error on the part of ATC. They were aware of the jump aircraft; and yet we were assigned a heading and altitude that caused a TA.

Data retrieved from NASA's ASRS site as of July 2013 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.