Narrative:

Air carrier X upon departure from runway 6 bdl established 075 degree heading as per SID. TCAS picked up non altitude traffic at 10-12 O'clock proceeding northbound. With coordination with tower, 075 degree heading was maintained and were switched to departure control. Departure control issued a left turn to 330 degree at which time we explained we were maintaining a 075 degree heading and looking for traffic. Shortly thereafter we asked for and received a clearance for a right turn to 330 degree to avoid the traffic on our left. At approximately 120-130 degree heading and climbing through 5500 ft, TCAS issued an RA to descend at a rate of 2500-3000 FPM for traffic at 12 O'clock. Bdl departure told us to stop our climb at 6000 ft for a jumper aircraft Y. Descent was commenced as per TCAS and visual contact was established with the aircraft at 10 O'clock overhead. We descended to 5000 ft, continued our right turn and traffic passed to our 8 O'clock overhead. This RA with known traffic in radar contact with bdl would probably not have occurred if initial traffic that was never visually idented would have had mode C. Although the non altitude reporting traffic was probably below 1000 AGL flying up the ct river, we could not assume that. If he had mode C would could have used vertical separation and not a vector away from traffic. Supplemental information from acn 181908: air carrier X was issued a left turn to 330 degree at which time we explained we were maintaining a 075 degree heading and looking for traffic to our left. Shortly thereafter we asked for and received a clearance for a right turn to 330 degree, to avoid the TCAS TA on our left. While turning right and accelerating, our TCAS issued aircraft Y TA and at the same time departure control also warned us of this aircraft Y in our vicinity (an aircraft used for parachute jumping) and told us to keep the turn tight. Almost immediately our TCAS issued an RA (resolution advisory) and the audio command 'descend' at 2500-3000 FPM rate. Also at this time visual contact was established with an aircraft at our 10 O'clock descending rapidly. (We were in a 30 degree angle of bank right turn passing through a heading of approximately 130 degree.) also at this time departure control told us to stop our climb at 6000 ft for this traffic. Our altitude was approximately 5300 ft MSL when we initiated a descent in response to TCAS RA input. As we continued our turn to 330 degrees, the RA aircraft cleared us at our 8 O'clock still descending rapidly. The tight turn resolved this conflict.

Related reports:

Google
 

Original NASA ASRS Text

Title: ACR X NON ADHERENCE TO ATC CLRNC BECAUSE OF TCASII TA. PLTDEV.

Narrative: ACR X UPON DEP FROM RWY 6 BDL ESTABLISHED 075 DEG HDG AS PER SID. TCAS PICKED UP NON ALT TFC AT 10-12 O'CLOCK PROCEEDING NBOUND. WITH COORD WITH TWR, 075 DEG HDG WAS MAINTAINED AND WERE SWITCHED TO DEP CTL. DEP CTL ISSUED A L TURN TO 330 DEG AT WHICH TIME WE EXPLAINED WE WERE MAINTAINING A 075 DEG HDG AND LOOKING FOR TFC. SHORTLY THEREAFTER WE ASKED FOR AND RECEIVED A CLRNC FOR A R TURN TO 330 DEG TO AVOID THE TFC ON OUR L. AT APPROX 120-130 DEG HDG AND CLBING THROUGH 5500 FT, TCAS ISSUED AN RA TO DSND AT A RATE OF 2500-3000 FPM FOR TFC AT 12 O'CLOCK. BDL DEP TOLD US TO STOP OUR CLB AT 6000 FT FOR A JUMPER ACFT Y. DSCNT WAS COMMENCED AS PER TCAS AND VISUAL CONTACT WAS ESTABLISHED WITH THE ACFT AT 10 O'CLOCK OVERHEAD. WE DSNDED TO 5000 FT, CONTINUED OUR R TURN AND TFC PASSED TO OUR 8 O'CLOCK OVERHEAD. THIS RA WITH KNOWN TFC IN RADAR CONTACT WITH BDL WOULD PROBABLY NOT HAVE OCCURRED IF INITIAL TFC THAT WAS NEVER VISUALLY IDENTED WOULD HAVE HAD MODE C. ALTHOUGH THE NON ALT RPTING TFC WAS PROBABLY BELOW 1000 AGL FLYING UP THE CT RIVER, WE COULD NOT ASSUME THAT. IF HE HAD MODE C WOULD COULD HAVE USED VERT SEPARATION AND NOT A VECTOR AWAY FROM TFC. SUPPLEMENTAL INFO FROM ACN 181908: ACR X WAS ISSUED A L TURN TO 330 DEG AT WHICH TIME WE EXPLAINED WE WERE MAINTAINING A 075 DEG HDG AND LOOKING FOR TFC TO OUR L. SHORTLY THEREAFTER WE ASKED FOR AND RECEIVED A CLRNC FOR A R TURN TO 330 DEG, TO AVOID THE TCAS TA ON OUR L. WHILE TURNING R AND ACCELERATING, OUR TCAS ISSUED ACFT Y TA AND AT THE SAME TIME DEP CTL ALSO WARNED US OF THIS ACFT Y IN OUR VICINITY (AN ACFT USED FOR PARACHUTE JUMPING) AND TOLD US TO KEEP THE TURN TIGHT. ALMOST IMMEDIATELY OUR TCAS ISSUED AN RA (RESOLUTION ADVISORY) AND THE AUDIO COMMAND 'DSND' AT 2500-3000 FPM RATE. ALSO AT THIS TIME VISUAL CONTACT WAS ESTABLISHED WITH AN ACFT AT OUR 10 O'CLOCK DSNDING RAPIDLY. (WE WERE IN A 30 DEG ANGLE OF BANK R TURN PASSING THROUGH A HDG OF APPROX 130 DEG.) ALSO AT THIS TIME DEP CTL TOLD US TO STOP OUR CLB AT 6000 FT FOR THIS TFC. OUR ALT WAS APPROX 5300 FT MSL WHEN WE INITIATED A DSCNT IN RESPONSE TO TCAS RA INPUT. AS WE CONTINUED OUR TURN TO 330 DEGS, THE RA ACFT CLRED US AT OUR 8 O'CLOCK STILL DSNDING RAPIDLY. THE TIGHT TURN RESOLVED THIS CONFLICT.

Data retrieved from NASA's ASRS site as of July 2007 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.