Narrative:

Taxied to runway 11 in gnv. While holding short of runway 11 gnv tower cleared a citation jet to land on 11; then shortly thereafter cleared a cessna 182 for takeoff on runway 7. The 182 took off and then the citation landed. As the citation was clearing the runway; tower cleared us for takeoff on runway 11. Tower instructed us '[callsign]; fly runway heading; maintain 3000 ft; cleared for takeoff runway 11' captain was PF (pilot flying). On takeoff roll and approximately 100 knots; I heard the tower tell the departing 182 'make right closed traffic'. At this point I quickly realized that was going to turn the 182 right toward our departing runway. I could visually see the traffic and told my first officer (first officer); as the pm (pilot monitoring); to 'watch that traffic; he is turning toward us.' at vr I rotated normally and maintained visual contact with the 182. It was about this time I realized that his turn was going to take his aircraft very close to my departure path. At approximately 200 ft AGL; I began a slight right turn away from the oncoming traffic. As we continued to climb; I realized that we were still closing on the 182; and I began an evasive turn and pitch to avoid the aircraft. I believe a banked no more than 30 degrees; lowered my pitch because of the steep turn; and deviated from the assigned runway heading by 20 to 30 degrees. The tower must have noticed our right turn and quickly said '[callsign]; no; turn left heading 030'. If I had made the turn to the north; I would have more than likely collided with the 182; but all I remember saying was 'no; I'm not doing that'; which the first officer then quickly transmitted 'negative; we have traffic off our left. We are turning away from that traffic'. We were at approximately 800 ft AGL when we passed by the 182. My best estimate was we were only separated by 300 vertically and less than a 1/4 mile horizontally. I never looked at the TCAS during the event; but the first officer; said that he saw 300 difference and an amber traffic warning. The TCAS never gave an aural warning; which I assumed was due to altitude suppression. Tower; then responded and said 'that traffic is behind you'. He was not behind us; as I could clearly see him out my windshield. As we passed by the 182; he finally saw us and transmitted on tower frequency; 'whoa! That was close!' I could hear the fear in his voice when he made that transmission. By this point; due to my evasive turn and climb; the traffic was no longer a factor and I began the turn toward the assigned 030 heading. We then configured for normal climb and continued to atl. After reaching 10;000 ft I did call back to tower to express my feeling on what happened. His response was; 'he was behind you; but I understand what you did'.the main threat was the conflict the tower created by turning the 182 into a departing aircraft. This could have been avoided if the tower had cleared the 182 to maintain a left closed traffic.

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Original NASA ASRS Text

Title: Air carrier Captain reported a near miss on departure from GNV with a GA aircraft that was staying in the traffic pattern.

Narrative: Taxied to runway 11 in GNV. While holding short of runway 11 GNV tower cleared a citation jet to land on 11; then shortly thereafter cleared a Cessna 182 for takeoff on runway 7. The 182 took off and then the citation landed. As the citation was clearing the runway; tower cleared us for takeoff on runway 11. Tower instructed us '[Callsign]; fly runway heading; maintain 3000 ft; cleared for takeoff runway 11' Captain was PF (Pilot Flying). On takeoff roll and approximately 100 knots; I heard the tower tell the departing 182 'make right closed traffic'. At this point I quickly realized that was going to turn the 182 right toward our departing runway. I could visually see the traffic and told my FO (First Officer); as the PM (Pilot Monitoring); to 'Watch that traffic; he is turning toward us.' At Vr I rotated normally and maintained visual contact with the 182. It was about this time I realized that his turn was going to take his aircraft very close to my departure path. At approximately 200 ft AGL; I began a slight right turn away from the oncoming traffic. As we continued to climb; I realized that we were still closing on the 182; and I began an evasive turn and pitch to avoid the aircraft. I believe a banked no more than 30 degrees; lowered my pitch because of the steep turn; and deviated from the assigned runway heading by 20 to 30 degrees. The tower must have noticed our right turn and quickly said '[Callsign]; no; turn left heading 030'. If I had made the turn to the north; I would have more than likely collided with the 182; but all I remember saying was 'NO; I'M NOT DOING THAT'; which the FO then quickly transmitted 'Negative; we have traffic off our left. We are turning away from that traffic'. We were at approximately 800 ft AGL when we passed by the 182. My best estimate was we were only separated by 300 vertically and less than a 1/4 mile horizontally. I never looked at the TCAS during the event; but the FO; said that he saw 300 difference and an amber traffic warning. The TCAS never gave an aural warning; which I assumed was due to altitude suppression. Tower; then responded and said 'that traffic is behind you'. He was not behind us; as I could clearly see him out my windshield. As we passed by the 182; he finally saw us and transmitted on tower frequency; 'WHOA! THAT WAS CLOSE!' I could hear the fear in his voice when he made that transmission. By this point; due to my evasive turn and climb; the traffic was no longer a factor and I began the turn toward the assigned 030 heading. We then configured for normal climb and continued to ATL. After reaching 10;000 ft I did call back to tower to express my feeling on what happened. His response was; 'He was behind you; but I understand what you did'.The main threat was the conflict the tower created by turning the 182 into a departing aircraft. This could have been avoided if the tower had cleared the 182 to maintain a left closed traffic.

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.