Narrative:

We were holding short of runway 16L on C taxiway. There was a piston aircraft (possibly a diamond star) on approach onto 16L but I don't recall hearing any communications between the aircraft and tower as they may have been using the frequency assigned for that particular runway. After we saw the aircraft pass overhead; tower cleared us to cross 16L and depart 16R. Immediately after take-off; we saw the small aircraft just ahead and slightly above our altitude; and to our left. PF immediately initiated a steep bank turn to the left at about 180 KTS; while leveling at 1700 feet for restriction on newhall eight departure. We had the aircraft in sight the entire time and passed behind him. As expected; we also received an RA. In order to avoid possible collision; we had to turn to about a 090 heading as oppose to 110 heading required by the departure. After we switched to socal; we were asked for our heading. At this point we had initiated a turn back to 110. I advised socal of what had happened including the RA. He asked if tower advised us of traffic prior to takeoff and I said 'no' but may have after we took off. Socal then told us that he called tower and told them that 'we were not happy' with what had happened and if we wanted to pursue this matter any further at this time. We told them no. We were given further vectors by socal and finally cleared to slapp. Tower should have obviously provided separation in this case especially since they operate 2 different frequencies for the parallel rwys. Crew may listen to the other tower frequency but that may cause confusion at times as well. When holding short of 16L on C; due to the distance between where you are and where the small aircraft are landing; it is hard to tell if it is a full-stop; touch-n-go; fly-over; etc. Unless you are actually listening to the communication or inquiring from tower. I think at the present time; the best way to handle this from a crew perspective is to ask tower as to the intentions of the aircraft utilizing 16L; and making sure sufficient spacing exists prior to departure.

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Original NASA ASRS Text

Title: CL300 First Officer departing Runway 16R at VNY experiences an airborne conflict; with general aviation aircraft that had just performed a touch and go on Runway 16L; at 1;700 feet. The Tower apparently did not advise the crew of the potential conflict and a TCAS RA is generated as the crew levels at 1;700 feet and turns on the NUAL8 Departure.

Narrative: We were holding short of RWY 16L on C taxiway. There was a piston aircraft (possibly a Diamond Star) on approach onto 16L but I don't recall hearing any communications between the aircraft and tower as they may have been using the frequency assigned for that particular RWY. After we saw the aircraft pass overhead; tower cleared us to cross 16L and depart 16R. Immediately after take-off; we saw the small aircraft just ahead and slightly above our altitude; and to our left. PF immediately initiated a steep bank turn to the left at about 180 KTS; while leveling at 1700 feet for restriction on Newhall Eight departure. We had the aircraft in sight the entire time and passed behind him. As expected; we also received an RA. In order to avoid possible collision; we had to turn to about a 090 heading as oppose to 110 heading required by the departure. After we switched to SOCAL; we were asked for our heading. At this point we had initiated a turn back to 110. I advised SOCAL of what had happened including the RA. He asked if tower advised us of traffic prior to takeoff and I said 'No' but may have after we took off. SOCAL then told us that he called tower and told them that 'we were not happy' with what had happened and if we wanted to pursue this matter any further at this time. We told them no. We were given further vectors by SOCAL and finally cleared to SLAPP. Tower should have obviously provided separation in this case especially since they operate 2 different frequencies for the parallel RWYs. Crew may listen to the other tower frequency but that may cause confusion at times as well. When holding short of 16L on C; due to the distance between where you are and where the small aircraft are landing; it is hard to tell if it is a full-stop; touch-n-go; fly-over; etc. unless you are actually listening to the communication or inquiring from tower. I think at the present time; the best way to handle this from a crew perspective is to ask tower as to the intentions of the aircraft utilizing 16L; and making sure sufficient spacing exists prior to departure.

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.