Narrative:

Aircraft X [was] taking off runway 15 at ads. Clearance was; after airborne turn left to a heading of 050 climb and maintain 2000. Uneventful takeoff and turn to 050 heading. Leveled at 2000 after contacting departure control. As soon as we leveled off; a target popped up on our TCAS ii which went by our right wing with a vertical separation of 400 feet [TCAS reading]. Shortly thereafter; a very sharp and alert controller alerted us to four or five head on targets at 2;500 feet which the TCAS ii is now showing. [I] can't recall his exact words; but I think he said at 2500 feet.our TCAS ii; immediately identified the intruders except the two closest ones; were not at 2500 feet but lower and descending head on into our aircraft. TCAS became active and immediately commanded a descent from 2000 [feet]; which we obeyed. The first intruder went by head on over us at 300 feet per the TCAS; big bright red target. Within seconds after us taking evasive action as directed by TCAS; we had descended to 1;650 feet just east of ads. As we were returning back to 2000 assigned altitude; minding that there might be objects below us; another target activated TCAS ii again and again commanded a descent which we obeyed and went back down to 1700 feet MSL. The second target went by between 300-400 [feet] above us. [We] advised ATC and if I recall correctly; due to the urgency of the events; which occurred within seconds of each other; I had the mic button pushed and it must be on the tape. The controller diligently gave us vectors away from the rest of the pack headed for the ads VFR traffic pattern.this has happened (RA's at ads) before; but not to the level of danger which occurred today. There are three or four flight schools at ads which are mixed with IFR departing and arriving traffic and there lies the extreme danger of these operations; especially when the incoming light traffic to the pattern cannot hold their altitudes and deviate to another altitude creating a very serious and dangerous situation. The controllers do a fantastic job; but the FAA puts everyone at risk by allowing these mixed operations in an already extremely hazardous conditions. What is it going to take before something real is done about this ongoing very dangerous and hazardous situation?well; 'ads is just outside the bravo' won't cut it when there are a lot of dead folks as a result of a midair collision and the casualties on the ground. Most procedures and checklists are said to be written in blood. Even when following strict procedures on an IFR departure clearance; this kind of stuff happens.I have spoken with three supervisors at dfw TRACON about this incident and advised them of my intentions to file these two near midair collision just east of ads. It is not TRACON's fault. As I mentioned earlier; they are heavy weight pros and do a fabulous job. It is the political bureaucracy refusing to address a real serious and real dangerous situation. [I'm] not going to hold my breath that anyone will do anything. I will find out the tail numbers of the two aircraft that could not hold altitude and caused the incident this afternoon. Maybe some publicity might stir some bureaucrats and persuade them to expand 'the bravo' and institute procedures which will prevent this nonsense as it occurred today. I will send copies of this report to the TRACON supervisors; so they will know what we experienced today and to my family in case I fall victim to someone who cannot hold a specified altitude and cause a terrible tragedy. Like I said; god forbid. But it is not a matter of 'if' it will happen; but when will it happen.

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Original NASA ASRS Text

Title: E500 pilot reported two near mid-air collisions while departing the ADS airport.

Narrative: Aircraft X [was] taking off Runway 15 at ADS. Clearance was; after airborne turn left to a heading of 050 climb and maintain 2000. Uneventful takeoff and turn to 050 heading. Leveled at 2000 after contacting Departure Control. As soon as we leveled off; a target popped up on our TCAS II which went by our right wing with a vertical separation of 400 feet [TCAS reading]. Shortly thereafter; a very sharp and alert controller alerted us to four or five head on targets at 2;500 feet which the TCAS II is now showing. [I] can't recall his exact words; but I think he said at 2500 feet.Our TCAS II; immediately identified the intruders except the two closest ones; were not at 2500 feet but lower and descending head on into our aircraft. TCAS became active and immediately commanded a descent from 2000 [feet]; which we obeyed. The first intruder went by head on over us at 300 feet per the TCAS; big bright red target. Within seconds after us taking evasive action as directed by TCAS; we had descended to 1;650 feet just east of ADS. As we were returning back to 2000 assigned altitude; minding that there might be objects below us; another target activated TCAS II again and again commanded a descent which we obeyed and went back down to 1700 feet MSL. The second target went by between 300-400 [feet] above us. [We] advised ATC and if I recall correctly; due to the urgency of the events; which occurred within seconds of each other; I had the mic button pushed and it must be on the tape. The controller diligently gave us vectors away from the rest of the pack headed for the ADS VFR traffic pattern.This has happened (RA's at ADS) before; but not to the level of danger which occurred today. There are three or four flight schools at ADS which are mixed with IFR departing and arriving traffic and there lies the extreme danger of these operations; especially when the incoming light traffic to the pattern cannot hold their altitudes and deviate to another altitude creating a very serious and dangerous situation. The controllers do a fantastic job; but the FAA puts everyone at risk by allowing these mixed operations in an already extremely hazardous conditions. What is it going to take before something real is done about this ongoing very dangerous and hazardous situation?Well; 'ADS is just outside the Bravo' won't cut it when there are a lot of dead folks as a result of a midair collision and the casualties on the ground. Most procedures and checklists are said to be written in blood. Even when following strict procedures on an IFR departure clearance; this kind of stuff happens.I have spoken with three supervisors at DFW TRACON about this incident and advised them of my intentions to file these two near midair collision just east of ADS. It is not TRACON's fault. As I mentioned earlier; they are heavy weight pros and do a fabulous job. It is the political bureaucracy refusing to address a real serious and real dangerous situation. [I'm] not going to hold my breath that anyone will do anything. I will find out the tail numbers of the two aircraft that could not hold altitude and caused the incident this afternoon. Maybe some publicity might stir some bureaucrats and persuade them to expand 'The Bravo' and institute procedures which will prevent this nonsense as it occurred today. I will send copies of this report to the TRACON supervisors; so they will know what we experienced today and to my family in case I fall victim to someone who cannot hold a specified altitude and cause a terrible tragedy. Like I said; God Forbid. But it is not a matter of 'IF' it will happen; but when will it happen.

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.