A climbing CL65RJ almost hit a descending aircraft that was involved in parachute jumping activity. ATC did not call the traffic but TCASII did.

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Attributes
ACN	412745
Time
Date	199808
Day	Sat
Local Time Of Day	1201 To 1800
Place
Locale Reference	atc facility : hto airport : isp
State Reference	NY
Altitude	msl bound lower : 8000 msl bound upper : 8000
Environment
Flight Conditions	Marginal
Light	Dusk
Aircraft 1
Controlling Facilities	tracon : n90
Operator	common carrier : air carrier
Make Model Name	Challenger CL604
Operating Under FAR Part	Part 121
Navigation In Use	Other Other
Flight Phase	climbout : intermediate altitude descent other other
Route In Use	enroute airway : n90
Flight Plan	IFR
Aircraft 2
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Operating Under FAR Part	Part 91
Flight Phase	descent other
Flight Plan	None
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 100 flight time total : 6000 flight time type : 1000
ASRS Report	412745
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : commercial pilot : instrument
Events
Anomaly	altitude deviation : excursion from assigned altitude conflict : nmac non adherence : far non adherence : published procedure
Independent Detector	aircraft equipment other aircraft equipment : unspecified
Resolutory Action	flight crew : took evasive action
Consequence	Other
Miss Distance	horizontal : 0 vertical : 200
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

During climb out and leveloff at 8000 ft from isp, we received a TA on TCASII, immediately followed by an RA. Fly away guidance commanded a 4000-6000 FPM descent rates on evsi, which required a climb reversal with 20 degrees nose down pitch and idle thrust to comply. Initial investigation indicated RA was caused by a skydiving aircraft descending from altitude after drop. Thankfully other aircraft was equipped with mode C transponder so our TCASII could compute a resolution. Because of haze and steep deck angles, intruding aircraft was not spotted visually. Probably out of view above windshield frame. First officer's reaction time was good in selecting autoplt off and pushing hard over, but because we still had climb energy, descent was slightly delayed, requiring captain to chop thrust from climb to idle as first officer was pushing with both hands and electric trim. Idle thrust also limited negative G loading estimated at 0 because coffee did not spill.

Original NASA ASRS Text

Title: A CLBING CL65RJ ALMOST HIT A DSNDING ACFT THAT WAS INVOLVED IN PARACHUTE JUMPING ACTIVITY. ATC DID NOT CALL THE TFC BUT TCASII DID.

Narrative: DURING CLBOUT AND LEVELOFF AT 8000 FT FROM ISP, WE RECEIVED A TA ON TCASII, IMMEDIATELY FOLLOWED BY AN RA. FLY AWAY GUIDANCE COMMANDED A 4000-6000 FPM DSCNT RATES ON EVSI, WHICH REQUIRED A CLB REVERSAL WITH 20 DEGS NOSE DOWN PITCH AND IDLE THRUST TO COMPLY. INITIAL INVESTIGATION INDICATED RA WAS CAUSED BY A SKYDIVING ACFT DSNDING FROM ALT AFTER DROP. THANKFULLY OTHER ACFT WAS EQUIPPED WITH MODE C XPONDER SO OUR TCASII COULD COMPUTE A RESOLUTION. BECAUSE OF HAZE AND STEEP DECK ANGLES, INTRUDING ACFT WAS NOT SPOTTED VISUALLY. PROBABLY OUT OF VIEW ABOVE WINDSHIELD FRAME. FO'S REACTION TIME WAS GOOD IN SELECTING AUTOPLT OFF AND PUSHING HARD OVER, BUT BECAUSE WE STILL HAD CLB ENERGY, DSCNT WAS SLIGHTLY DELAYED, REQUIRING CAPT TO CHOP THRUST FROM CLB TO IDLE AS FO WAS PUSHING WITH BOTH HANDS AND ELECTRIC TRIM. IDLE THRUST ALSO LIMITED NEGATIVE G LOADING ESTIMATED AT 0 BECAUSE COFFEE DID NOT SPILL.

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.