Narrative:

Everything was normal and going well on the ground as we prepped for our trip with 2 passengers. Weather couldn't have been better. Initial clearance was the [omitted]; climb via SID except maintain 5000 feet. Tower amended our initial climb instructions to 'turn right heading 240 and climb to 1-0 thousand feet; cleared for takeoff'. Passing thru approximately 2500 feet on that heading; oakland center cleared us to FL230 and direct alb (2200 miles away). At this same time we got a traffic advisory (TA) for traffic ahead and above us; quickly followed by a resolution advisory (RA) to 'level off; don't climb' with an amber traffic icon showing 700 feet above us in very close proximity...we rapidly reduced power and reduced our rate of climb and leveled around 3000-3200 feet; approximately; as we saw the cirrus pass directly overhead less than 500 feet above. We advised center we were complying with the RA and the controllers response was 'oh yeah I was going to point that out; he's at 3500 feet'. After passing the traffic and the TA/RA cleared; we resumed our climb and turned on course without further event.suggestions:for crew: set TCAS to above instead of norm to give crew a little more visibility during the initial climb phase. Though in this case; the crew was already looking outside and may not have seen the traffic icon much sooner. This can result in information overload in high density areas and is not my standard practice.for ATC: priority should be given to pointing out VFR traffic instead of clearing us to a fix that is 2200 miles away. This required the pilot not flying (PNF) to go heads-down and program the FMS at a fairly low altitude. On a weekend day when there is a large amount of VFR traffic. The crew's attention is needed outside the aircraft. We recognize that it is always the crew's responsibility to see and avoid when in VMC; but if the controller had the time and open airspace to clear us direct across the country; then that same controller also had the time to point out traffic; which was the more immediate and pressing issue.

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Original NASA ASRS Text

Title: CL30 pilot reported an NMAC with a light aircraft climbing out of APC; commenting that an earlier heads-up from ATC would have been appreciated.

Narrative: Everything was normal and going well on the ground as we prepped for our trip with 2 passengers. Weather couldn't have been better. Initial clearance was the [omitted]; climb via SID except maintain 5000 feet. Tower amended our initial climb instructions to 'turn right heading 240 and climb to 1-0 thousand feet; cleared for takeoff'. Passing thru approximately 2500 feet on that heading; Oakland Center cleared us to FL230 and direct ALB (2200 miles away). At this same time we got a traffic advisory (TA) for traffic ahead and above us; quickly followed by a resolution advisory (RA) to 'level off; don't climb' with an amber traffic icon showing 700 feet above us in very close proximity...we rapidly reduced power and reduced our rate of climb and leveled around 3000-3200 feet; approximately; as we saw the Cirrus pass directly overhead less than 500 feet above. We advised Center we were complying with the RA and the controllers response was 'oh yeah I was going to point that out; he's at 3500 feet'. After passing the traffic and the TA/RA cleared; we resumed our climb and turned on course without further event.Suggestions:For crew: set TCAS to above instead of norm to give crew a little more visibility during the initial climb phase. Though in this case; the crew was already looking outside and may not have seen the traffic icon much sooner. This can result in information overload in high density areas and is not my standard practice.For ATC: priority should be given to pointing out VFR traffic instead of clearing us to a fix that is 2200 miles away. This required the pilot not flying (PNF) to go heads-down and program the FMS at a fairly low altitude. On a weekend day when there is a large amount of VFR traffic. The crew's attention is needed outside the aircraft. We recognize that it is always the crew's responsibility to see and avoid when in VMC; but if the controller had the time and open airspace to clear us direct across the country; then that same controller also had the time to point out traffic; which was the more immediate and pressing issue.

Data retrieved from NASA's ASRS site 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.