Narrative:

'Cleared for takeoff runway 17, at departure end of runway turn left heading 150 degrees, maintain 2300 ft.' this clearance takes you very near the traffic pattern at kickapoo. Right after turning to 150 degrees I noticed a target on the TCASII display at our 12 O'clock and about 7 mi, at the same altitude. We started to look for him and started a left turn just as departure called the traffic to us. We told him we were turning left, but before we were able to get a visual on the traffic we got an 'RA' calling for a 1500 FPM climb. I disconnected the autoplt and started the climb, still in the turn. We caught sight of the aircraft as he passed our 3 O'clock position and just a few hundred ft below us. I stopped the climb at 3000 ft and the captain reported the TCASII RA to departure, telling them our altitude. Departure cleared us to 9000 ft and on course. The aircraft looked like a king-air. I believe this conflict can be avoided by not utilizing runway 17 for takeoff if we are restr to a level off at 2300 ft. I understand that this low altitude after departure is to avoid the military traffic using runway 15R and flying a right pattern, but this is the third time in 2 weeks that I have seen this conflict with the VFR pattern at kickapoo. The other two times were not as close and we were able to see the traffic sooner, but the potential for a midair is very real and ATC seems to have a casual attitude toward potential conflicts with both the kickapoo traffic and their own military traffic at sheppard. If they know about VFR traffic south of sheppard, they should not be clearing us, a part 121 air carrier, for takeoff -- right into that traffic.

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Original NASA ASRS Text

Title: ACR SF34 ON VECTOR HDG OFF SPS HAD NMAC WITH KING AIR IN TFC PATTERN AT T47 ARPT APPROX 3 NM S SPS. CTLR DID CALL TFC AND SF34 HAD TARGET ON HIS TCASII. SF34 STARTED A L TURN WITHOUT CLRNC FROM DEP CTLR AND CLBED IN ACCORDANCE WITH HIS TCASII 'RA.'

Narrative: 'CLRED FOR TKOF RWY 17, AT DEP END OF RWY TURN L HDG 150 DEGS, MAINTAIN 2300 FT.' THIS CLRNC TAKES YOU VERY NEAR THE TFC PATTERN AT KICKAPOO. RIGHT AFTER TURNING TO 150 DEGS I NOTICED A TARGET ON THE TCASII DISPLAY AT OUR 12 O'CLOCK AND ABOUT 7 MI, AT THE SAME ALT. WE STARTED TO LOOK FOR HIM AND STARTED A L TURN JUST AS DEP CALLED THE TFC TO US. WE TOLD HIM WE WERE TURNING L, BUT BEFORE WE WERE ABLE TO GET A VISUAL ON THE TFC WE GOT AN 'RA' CALLING FOR A 1500 FPM CLB. I DISCONNECTED THE AUTOPLT AND STARTED THE CLB, STILL IN THE TURN. WE CAUGHT SIGHT OF THE ACFT AS HE PASSED OUR 3 O'CLOCK POS AND JUST A FEW HUNDRED FT BELOW US. I STOPPED THE CLB AT 3000 FT AND THE CAPT RPTED THE TCASII RA TO DEP, TELLING THEM OUR ALT. DEP CLRED US TO 9000 FT AND ON COURSE. THE ACFT LOOKED LIKE A KING-AIR. I BELIEVE THIS CONFLICT CAN BE AVOIDED BY NOT UTILIZING RWY 17 FOR TKOF IF WE ARE RESTR TO A LEVEL OFF AT 2300 FT. I UNDERSTAND THAT THIS LOW ALT AFTER DEP IS TO AVOID THE MIL TFC USING RWY 15R AND FLYING A R PATTERN, BUT THIS IS THE THIRD TIME IN 2 WKS THAT I HAVE SEEN THIS CONFLICT WITH THE VFR PATTERN AT KICKAPOO. THE OTHER TWO TIMES WERE NOT AS CLOSE AND WE WERE ABLE TO SEE THE TFC SOONER, BUT THE POTENTIAL FOR A MIDAIR IS VERY REAL AND ATC SEEMS TO HAVE A CASUAL ATTITUDE TOWARD POTENTIAL CONFLICTS WITH BOTH THE KICKAPOO TFC AND THEIR OWN MIL TFC AT SHEPPARD. IF THEY KNOW ABOUT VFR TFC S OF SHEPPARD, THEY SHOULD NOT BE CLRING US, A PART 121 ACR, FOR TKOF -- RIGHT INTO THAT TFC.

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.