Narrative:

On our departure from jfk, we were assigned a northeast heading and a climb to 14000 ft. Our flight plan was jfk-roc, and an east climb is normal to get wbound traffic over lga airspace before proceeding on course (west). The controller was giving us some heading changes for our climb. As we neared 10000 ft we were instructed to level off at 10000 ft and look for traffic at 2 O'clock. We then received a TCASII alert and sighted traffic about 2 O'clock, converging, climbing through our altitude. Estimated distance was 3-4 mi. The traffic (an md-80) had us in sight as well and expedited his climb. The md-80 crossed over our position some 1600 ft above us. In the interim we had received 2 RA's (1 reduce climb, 1 monitor vertical speed). The controller seemed to catch the situation, but it didn't seem like there was much time to spare. Occurrences like this are rather common, though they are seldom close calls (this probably wasn't close either, it just seemed that way). This underscored the need for possibly some dedicated arrival and departure rtes for turboprops into and out of new york. Early in this scenario, the controller asked for our best climb. We gave it, but it wasn't much. Turboprop performance is nominal compared to jets, especially in summer. Dedicated rtes, not requiring a high altitude for departure, or a low altitude for arrival (as is the case now) would not only make things easier on turboprop crews and passenger, but may lessen the possibility of traffic conflicts.

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Original NASA ASRS Text

Title: FLC OF AN MDT RECEIVED A TCASII RA AND DID NOT NEED TO RESPOND TO THE WARNING SINCE ATC HAD POINTED OUT THE OTHER TFC AND BOTH FLCS HAD THE OTHER IN SIGHT.

Narrative: ON OUR DEP FROM JFK, WE WERE ASSIGNED A NE HDG AND A CLB TO 14000 FT. OUR FLT PLAN WAS JFK-ROC, AND AN E CLB IS NORMAL TO GET WBOUND TFC OVER LGA AIRSPACE BEFORE PROCEEDING ON COURSE (W). THE CTLR WAS GIVING US SOME HDG CHANGES FOR OUR CLB. AS WE NEARED 10000 FT WE WERE INSTRUCTED TO LEVEL OFF AT 10000 FT AND LOOK FOR TFC AT 2 O'CLOCK. WE THEN RECEIVED A TCASII ALERT AND SIGHTED TFC ABOUT 2 O'CLOCK, CONVERGING, CLBING THROUGH OUR ALT. ESTIMATED DISTANCE WAS 3-4 MI. THE TFC (AN MD-80) HAD US IN SIGHT AS WELL AND EXPEDITED HIS CLB. THE MD-80 CROSSED OVER OUR POS SOME 1600 FT ABOVE US. IN THE INTERIM WE HAD RECEIVED 2 RA'S (1 REDUCE CLB, 1 MONITOR VERT SPD). THE CTLR SEEMED TO CATCH THE SIT, BUT IT DIDN'T SEEM LIKE THERE WAS MUCH TIME TO SPARE. OCCURRENCES LIKE THIS ARE RATHER COMMON, THOUGH THEY ARE SELDOM CLOSE CALLS (THIS PROBABLY WASN'T CLOSE EITHER, IT JUST SEEMED THAT WAY). THIS UNDERSCORED THE NEED FOR POSSIBLY SOME DEDICATED ARR AND DEP RTES FOR TURBOPROPS INTO AND OUT OF NEW YORK. EARLY IN THIS SCENARIO, THE CTLR ASKED FOR OUR BEST CLB. WE GAVE IT, BUT IT WASN'T MUCH. TURBOPROP PERFORMANCE IS NOMINAL COMPARED TO JETS, ESPECIALLY IN SUMMER. DEDICATED RTES, NOT REQUIRING A HIGH ALT FOR DEP, OR A LOW ALT FOR ARR (AS IS THE CASE NOW) WOULD NOT ONLY MAKE THINGS EASIER ON TURBOPROP CREWS AND PAX, BUT MAY LESSEN THE POSSIBILITY OF TFC CONFLICTS.

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.