Narrative:

I was flying an light transport with a load of skydivers climbing out to the north, as per our letter of agreement with daytona. I was in radar contact climbing when ATC called traffic (I believe it was an air carrier medium large transport) behind me climbing through 6200 ft. I then made a slight left turn to try and spot the traffic. I saw the jet behind and what appeared to be slightly left of me. I told ATC that the traffic was in sight and I was turning right. After turning about 90 degree right to try and get out of the jets way, I heard passengers screaming and knew that the jet must be very close. I leveled the wing to try and see the traffic again (I had lost sight of the traffic in the turn), when I did not see it still I began to turn slightly left, and saw the jet pass just to our left in a climbing left turn. What appeared to be an evasive action on their part. I turned right again to avoid the wake turbulence and continued the flight without further problem. I believe that I was in the right of way since I was being overtaken by the jet. However when I spotted the plane behind me I did call him in sight. I am not sure if ATC had pointed me out to them (they often work several frequencys), or if they saw me at all. ATC never said another word to me about it, and I did not question it during the flight. I feel that if 2 aircraft are in the same proximity of each other that they should be on the same frequency if they are in radar contact. This way I would have known if they saw me or if I was even pointed out to them. I feel it was a late call on ATC's part and also that the jet should have been given an altitude restriction until clear of me. I learned that it may sometimes be better to try to keep the traffic in sight, even if it meant more radical maneuvering to avoid conflict.

Google
 

Original NASA ASRS Text

Title: CLOSE PROX GA LTT SKYDIVE ACFT AND ACR MLG DEPARTING DAB.

Narrative: I WAS FLYING AN LTT WITH A LOAD OF SKYDIVERS CLBING OUT TO THE N, AS PER OUR LETTER OF AGREEMENT WITH DAYTONA. I WAS IN RADAR CONTACT CLBING WHEN ATC CALLED TFC (I BELIEVE IT WAS AN ACR MLG) BEHIND ME CLBING THROUGH 6200 FT. I THEN MADE A SLIGHT L TURN TO TRY AND SPOT THE TFC. I SAW THE JET BEHIND AND WHAT APPEARED TO BE SLIGHTLY L OF ME. I TOLD ATC THAT THE TFC WAS IN SIGHT AND I WAS TURNING R. AFTER TURNING ABOUT 90 DEG R TO TRY AND GET OUT OF THE JETS WAY, I HEARD PAXS SCREAMING AND KNEW THAT THE JET MUST BE VERY CLOSE. I LEVELED THE WING TO TRY AND SEE THE TFC AGAIN (I HAD LOST SIGHT OF THE TFC IN THE TURN), WHEN I DID NOT SEE IT STILL I BEGAN TO TURN SLIGHTLY L, AND SAW THE JET PASS JUST TO OUR L IN A CLBING L TURN. WHAT APPEARED TO BE AN EVASIVE ACTION ON THEIR PART. I TURNED R AGAIN TO AVOID THE WAKE TURB AND CONTINUED THE FLT WITHOUT FURTHER PROBLEM. I BELIEVE THAT I WAS IN THE RIGHT OF WAY SINCE I WAS BEING OVERTAKEN BY THE JET. HOWEVER WHEN I SPOTTED THE PLANE BEHIND ME I DID CALL HIM IN SIGHT. I AM NOT SURE IF ATC HAD POINTED ME OUT TO THEM (THEY OFTEN WORK SEVERAL FREQS), OR IF THEY SAW ME AT ALL. ATC NEVER SAID ANOTHER WORD TO ME ABOUT IT, AND I DID NOT QUESTION IT DURING THE FLT. I FEEL THAT IF 2 ACFT ARE IN THE SAME PROX OF EACH OTHER THAT THEY SHOULD BE ON THE SAME FREQ IF THEY ARE IN RADAR CONTACT. THIS WAY I WOULD HAVE KNOWN IF THEY SAW ME OR IF I WAS EVEN POINTED OUT TO THEM. I FEEL IT WAS A LATE CALL ON ATC'S PART AND ALSO THAT THE JET SHOULD HAVE BEEN GIVEN AN ALT RESTRICTION UNTIL CLR OF ME. I LEARNED THAT IT MAY SOMETIMES BE BETTER TO TRY TO KEEP THE TFC IN SIGHT, EVEN IF IT MEANT MORE RADICAL MANEUVERING TO AVOID 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.