Narrative:

My next flight plan clearance was shv direct to ZZZ; climb and maintain 4;000; expect FL280 in 5 minutes; departure frequency 119.9. The weather conditions at the time of departure was 10 miles visibility; and clear skies. I was assigned fly runway heading and climb and maintain 4;000 feet. On my departure; I noticed the receiving end of the radio through my headset was weak; however my co-pilot had no problems hearing shreveport tower or departure. Approximately 2;000 feet MSL; we were handed off to shreveport departure. After my co-pilot signed-on with departure; we were given a heading of 260 and climb and maintain 12;000 feet. I was still having difficulty hearing ATC transmissions through my headset. My climb rate at this portion of flight was close to 4;000 feet per minute at 250 knots. As I passed through 5;000 feet I heard a distorted transmission with departure and saw my co-pilot turn the altitude select knob from 12;000 feet to 5;000 feet. At the time of altitude re-assignment from ATC; I was at 5;400 feet. I pulled the throttles back to a lower power setting and lowered the nose to meet the altitude compliance. Then we began to receive a TA on our TCAS. I momentarily saw the TA and then redirected my attention back to controlling the aircraft. Then I heard another distorted ATC call and saw my copilot pointing at my HSI saying turn left. Once I realized what he was trying to tell me; we received a RA. I looked out my window and saw a small low-wing single-engine aircraft at our same altitude at 11:30 position maybe 3000 - 4000 feet away bank hard left 45 degrees and nose dive. At the same time; I pitched nose up and added full power to avoid a midair collision. My co-pilot had sight of the aircraft throughout the duration of the TA/RA incident. The situation was no longer a threat. Moments later; we were assigned 12;000 feet and direct. Then shortly after we were handed off to center. Later on in the day; I asked my co-pilot if I had done anything incorrect that may have contributed to the situation; and he said no. He mentioned to me that the departure controller said on the radio he did not realize we could perform the climb profile we were flying when he re-assigned us from 12;000 to 5;000 feet. There are always a chain of events that occur to cause an incident or accident.

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Original NASA ASRS Text

Title: Corporate jet Captain climbing out of SHV reported taking evasive action to avoid a small aircraft.

Narrative: My next flight plan clearance was SHV direct to ZZZ; climb and maintain 4;000; expect FL280 in 5 minutes; departure frequency 119.9. The weather conditions at the time of departure was 10 miles Visibility; and clear skies. I was assigned fly runway heading and climb and maintain 4;000 feet. On my departure; I noticed the receiving end of the radio through my headset was weak; however my co-pilot had no problems hearing Shreveport tower or departure. Approximately 2;000 feet MSL; we were handed off to Shreveport Departure. After my co-pilot signed-on with departure; we were given a heading of 260 and climb and maintain 12;000 feet. I was still having difficulty hearing ATC transmissions through my headset. My climb rate at this portion of flight was close to 4;000 feet per minute at 250 knots. As I passed through 5;000 feet I heard a distorted transmission with departure and saw my co-pilot turn the altitude select knob from 12;000 feet to 5;000 feet. At the time of altitude re-assignment from ATC; I was at 5;400 feet. I pulled the throttles back to a lower power setting and lowered the nose to meet the altitude compliance. Then we began to receive a TA on our TCAS. I momentarily saw the TA and then redirected my attention back to controlling the aircraft. Then I heard another distorted ATC call and saw my copilot pointing at my HSI saying turn left. Once I realized what he was trying to tell me; we received a RA. I looked out my window and saw a small low-wing single-engine aircraft at our same altitude at 11:30 position maybe 3000 - 4000 feet away bank hard left 45 degrees and nose dive. At the same time; I pitched nose up and added full power to avoid a midair collision. My co-pilot had sight of the aircraft throughout the duration of the TA/RA incident. The situation was no longer a threat. Moments later; we were assigned 12;000 feet and direct. Then shortly after we were handed off to center. Later on in the day; I asked my co-pilot if I had done anything incorrect that may have contributed to the situation; and he said no. He mentioned to me that the departure controller said on the radio he did not realize we could perform the climb profile we were flying when he re-assigned us from 12;000 to 5;000 feet. There are always a chain of events that occur to cause an incident or accident.

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.