Narrative:

We were being radar vectored for sdl; level 6000' MSL/approximately heading 050/200 KIAS. Traffic appeared on TCAS display 5 miles ahead of us and 11 o'clock; altitude was varying 200'-300' which suggested to me that it was a training aircraft completing a maneuver such as a lazy 8. A few seconds after seeing the TCAS target we received an RA (resolution advisory) and the PF (pilot flying) complied immediately by deploying the spoilers and descending at 2500 fpm per the RA. The controller was talking to another aircraft during this process. TCAS stated 'clear of conflict' at 5000'; PF arrested the descent and I advised the controller that we responded to an RA. He said to maintain 5000'. Shortly after this while still at 5000' I spotted something shiny/metallic in front of us and it passed within 50' below the right wing. Believe it was a drone as it had a straight line (leading edge) reflecting sunlight. Received a second RA (monitor vertical speed; no altitude change) just north of dvt from a training aircraft departing that airport before landing at sdl.the airspace around the phx area is becoming busier and busier. I believe that it may be helpful to take a proactive stance and explore making changes in the following areas (if not already in the works): 1) formal education of piston training aircraft operators on the routes that ATC directs turbine aircraft flying to outlying airports in the phx area. We were flying a vector that we see very often (began around tiron intersection) and I doubt the first aircraft we received an RA from knew we were there. 2) phx approach keeping turbine aircraft in the class B airspace as long as possible would be wonderful. When we're kept under that airspace 30 miles north or south of pxr; we often receive ras and it's hectic because phx approach is often unable see all the traffic we're getting flown through. 3) new charter arrival procedures for sdl-bound turbine aircraft could help solve this issue. 4) perhaps the class B airspace could be modified to allow for more protection (such as a 6000' shelf where we were operating).

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Original NASA ASRS Text

Title: Light Transport Captain reported a NMAC with a UAV while being radar vectored during arrival.

Narrative: We were being radar vectored for SDL; level 6000' MSL/approximately heading 050/200 KIAS. Traffic appeared on TCAS display 5 miles ahead of us and 11 o'clock; altitude was varying 200'-300' which suggested to me that it was a training aircraft completing a maneuver such as a lazy 8. A few seconds after seeing the TCAS target we received an RA (Resolution Advisory) and the PF (Pilot Flying) complied immediately by deploying the spoilers and descending at 2500 fpm per the RA. The controller was talking to another aircraft during this process. TCAS stated 'Clear of conflict' at 5000'; PF arrested the descent and I advised the controller that we responded to an RA. He said to maintain 5000'. Shortly after this while still at 5000' I spotted something shiny/metallic in front of us and it passed within 50' below the right wing. Believe it was a drone as it had a straight line (leading edge) reflecting sunlight. Received a second RA (monitor vertical speed; no altitude change) just north of DVT from a training aircraft departing that airport before landing at SDL.The airspace around the PHX area is becoming busier and busier. I believe that it may be helpful to take a proactive stance and explore making changes in the following areas (if not already in the works): 1) Formal education of piston training aircraft operators on the routes that ATC directs turbine aircraft flying to outlying airports in the PHX area. We were flying a vector that we see very often (began around TIRON intersection) and I doubt the first aircraft we received an RA from knew we were there. 2) PHX approach keeping turbine aircraft in the class B airspace as long as possible would be wonderful. When we're kept under that airspace 30 miles north or south of PXR; we often receive RAs and it's hectic because PHX approach is often unable see all the traffic we're getting flown through. 3) New charter arrival procedures for SDL-bound turbine aircraft could help solve this issue. 4) Perhaps the Class B airspace could be modified to allow for more protection (such as a 6000' shelf where we were operating).

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.