Narrative:

After checking on with indianapolis center we were assigned our final altitude of FL330. Our last route clearance was tth-iiu-bugme-sug and we were direct tth at this time. As we were direct to tth and still climbing; we were asked if we could increase our rate of climb. We advised the controller that we could only do so for a short time and then we would then only be able to maintain 500 feet per minute. At that time we were given a clearance direct to sug leaving FL310 which we read-back. As we approached tth we had not yet reached FL310 so we continued on our original cleared route and turned toward iiu. We had not been given a vector at that time. As we approached approximately FL300 we received a TCAS TA at our approximately 10 o'clock position. The controller gave us a vector of 20 degrees to the right which we complied with. We were then told to increase our rate of climb. Since we were already at our maximum climb rate which we had previously advised the controller; we immediately read back 'unable'. We then received a TCAS RA with a 'climb' instruction. Because we were already at our maximum climb rate for normal operations we were required to apply max power and increase our pitch which resulted in a substantial decrease in airspeed. The RA cleared almost immediately and once we were clear of the conflict we then lowered the pitch in order to regain airspeed and avoid getting dangerously slow. We maintained a climb rate of approximately 200-300 feet per minute in the process. The controller asked us if we were climbing at all; which we were; and we responded 'affirmative' and then explained the RA situation which resulted in decreased airspeed and advised that we would need a slow climb the rest of the way to FL330. Prior to the RA our climb rate was never below 500 feet per minute. We were then given a clearance direct to sug.inadequate communication between ATC and pilot. Once we replied that we were unable to comply with the ATC instruction; no amended instruction was given. Better communication between ATC and pilot. If there was a blocked radio transmission which hindered communication; then implementation of existing technology to avoid blocked radio transmissions may also help.

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Original NASA ASRS Text

Title: CRJ-200 Captain reported difficulty maintaining the ATC requested rate of climb before and after a TCAS RA event.

Narrative: After checking on with Indianapolis Center we were assigned our final altitude of FL330. Our last route clearance was TTH-IIU-BUGME-SUG and we were direct TTH at this time. As we were direct to TTH and still climbing; we were asked if we could increase our rate of climb. We advised the controller that we could only do so for a short time and then we would then only be able to maintain 500 feet per minute. At that time we were given a clearance direct to SUG leaving FL310 which we read-back. As we approached TTH we had not yet reached FL310 so we continued on our original cleared route and turned toward IIU. We had not been given a vector at that time. As we approached approximately FL300 we received a TCAS TA at our approximately 10 o'clock position. The controller gave us a vector of 20 degrees to the right which we complied with. We were then told to increase our rate of climb. Since we were already at our maximum climb rate which we had previously advised the controller; we immediately read back 'unable'. We then received a TCAS RA with a 'climb' instruction. Because we were already at our maximum climb rate for normal operations we were required to apply max power and increase our pitch which resulted in a substantial decrease in airspeed. The RA cleared almost immediately and once we were clear of the conflict we then lowered the pitch in order to regain airspeed and avoid getting dangerously slow. We maintained a climb rate of approximately 200-300 feet per minute in the process. The controller asked us if we were climbing at all; which we were; and we responded 'affirmative' and then explained the RA situation which resulted in decreased airspeed and advised that we would need a slow climb the rest of the way to FL330. Prior to the RA our climb rate was never below 500 feet per minute. We were then given a clearance direct to SUG.Inadequate communication between ATC and pilot. Once we replied that we were unable to comply with the ATC instruction; no amended instruction was given. Better communication between ATC and pilot. If there was a blocked radio transmission which hindered communication; then implementation of existing technology to avoid blocked radio transmissions may also help.

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.