Narrative:

On an IFR departure (teb 5) from runway 1. Initial text calls for a right turn to a 040 degree heading climbing to 1500 ft, followed by a right turn to the patterson NDB to cross at 1500 ft with a continued climb to level at 2000 ft. Upon the initiation of the 040 degree heading, the aircraft is usually handed off to the first departure controller (new york). In our case, we were in the right turn when we were instructed to turn left to a heading of 270 degrees and climb to 4000 ft. A few moments later (at around 2000 ft MSL) we were told to expedite our climb to 6000 ft. At approximately 3800 ft MSL we received a TCASII alert of a target at our 8 O'clock position crossing left to right indicating 500 ft above our altitude, immediately followed by an aural 'descend' command from our TCASII equipment. At this time another controller's voice called for us to stop our climb and maintain 4000 ft. By the time we reduced power and reversed our expedited climb rate, we were at about 4300 ft indicated. The aircraft was immediately (and not comfortably) brought back down to 4000 ft. The target passed over and above us with no further incident. The next instruction required us to climb to 17000 ft, with another expedited climb rate through 11000 ft. It's a known fact that all teb wbound departures must cross through the newark departure path, and it is the skill of the radar controller to safely make this happen. It is our belief that the timing for the expedited climb to 6000 ft was a bit off the mark, resulting in a near miss situation. This was further substantiated by the next expedited climb request to get out of the way for the next aircraft on that same flight path. In our flight conditions, we of course would have had no knowledge of any of this if it were not for our TCASII display. We believe that this could have been a controller training situation where things got a bit too close together. There is no knowledge what has become of the incident, or how it is going to be handled on behalf of ATC. We were in full compliance of all instructions, and our controller did not request that we make a telephone call to anyone upon landing.

Related reports:

Google
 

Original NASA ASRS Text

Title: A GLF3 CREW, DEPARTING TEB, RESPONDED TO A DSND RA FROM TCASII.

Narrative: ON AN IFR DEP (TEB 5) FROM RWY 1. INITIAL TEXT CALLS FOR A R TURN TO A 040 DEG HDG CLBING TO 1500 FT, FOLLOWED BY A R TURN TO THE PATTERSON NDB TO CROSS AT 1500 FT WITH A CONTINUED CLB TO LEVEL AT 2000 FT. UPON THE INITIATION OF THE 040 DEG HDG, THE ACFT IS USUALLY HANDED OFF TO THE FIRST DEP CTLR (NEW YORK). IN OUR CASE, WE WERE IN THE R TURN WHEN WE WERE INSTRUCTED TO TURN L TO A HDG OF 270 DEGS AND CLB TO 4000 FT. A FEW MOMENTS LATER (AT AROUND 2000 FT MSL) WE WERE TOLD TO EXPEDITE OUR CLB TO 6000 FT. AT APPROX 3800 FT MSL WE RECEIVED A TCASII ALERT OF A TARGET AT OUR 8 O'CLOCK POS XING L TO R INDICATING 500 FT ABOVE OUR ALT, IMMEDIATELY FOLLOWED BY AN AURAL 'DSND' COMMAND FROM OUR TCASII EQUIP. AT THIS TIME ANOTHER CTLR'S VOICE CALLED FOR US TO STOP OUR CLB AND MAINTAIN 4000 FT. BY THE TIME WE REDUCED PWR AND REVERSED OUR EXPEDITED CLB RATE, WE WERE AT ABOUT 4300 FT INDICATED. THE ACFT WAS IMMEDIATELY (AND NOT COMFORTABLY) BROUGHT BACK DOWN TO 4000 FT. THE TARGET PASSED OVER AND ABOVE US WITH NO FURTHER INCIDENT. THE NEXT INSTRUCTION REQUIRED US TO CLB TO 17000 FT, WITH ANOTHER EXPEDITED CLB RATE THROUGH 11000 FT. IT'S A KNOWN FACT THAT ALL TEB WBOUND DEPS MUST CROSS THROUGH THE NEWARK DEP PATH, AND IT IS THE SKILL OF THE RADAR CTLR TO SAFELY MAKE THIS HAPPEN. IT IS OUR BELIEF THAT THE TIMING FOR THE EXPEDITED CLB TO 6000 FT WAS A BIT OFF THE MARK, RESULTING IN A NEAR MISS SIT. THIS WAS FURTHER SUBSTANTIATED BY THE NEXT EXPEDITED CLB REQUEST TO GET OUT OF THE WAY FOR THE NEXT ACFT ON THAT SAME FLT PATH. IN OUR FLT CONDITIONS, WE OF COURSE WOULD HAVE HAD NO KNOWLEDGE OF ANY OF THIS IF IT WERE NOT FOR OUR TCASII DISPLAY. WE BELIEVE THAT THIS COULD HAVE BEEN A CTLR TRAINING SIT WHERE THINGS GOT A BIT TOO CLOSE TOGETHER. THERE IS NO KNOWLEDGE WHAT HAS BECOME OF THE INCIDENT, OR HOW IT IS GOING TO BE HANDLED ON BEHALF OF ATC. WE WERE IN FULL COMPLIANCE OF ALL INSTRUCTIONS, AND OUR CTLR DID NOT REQUEST THAT WE MAKE A TELEPHONE CALL TO ANYONE UPON LNDG.

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.