Narrative:

Our aircraft (a C210D) departed ZZZ on an IFR flight to ZZZ1 and experienced what we would classify as a 'near miss' with an inbound aircraft. The flight was flown by an instrument certified private pilot; with a private pilot passenger also on board. Our IFR clearance given on clearance delivery was initially climb to 3000 ft; expecting 6000 ft within 10 mins after departure. Either shortly before (30 seconds or less) or shortly after (15 seconds or less) we were given 'cleared for takeoff runway 2L; fly heading 330 degrees;' a cirrus aircraft called ZZZ tower and advised 8 mi north; inbound; VFR. We rotated; and once we crossed the north boundary of the airport; began a turn to a heading of 330 degrees. On that heading; we were climbing approximately 1200 FPM. Within 1 min of being airborne; we received a visual and aural traffic message from the onboard GTX330D transponder receiving data via mode south; connected to the GNS530 GPS display. It was a red traffic alert indicating immediate action required. As soon as we both looked out to the front right of the aircraft; we observed a cirrus less than 1 mi away. Immediately pulled back on the power; activated onboard speed brakes; and pushed the nose down to avoid a collision. Shortly thereafter; the cirrus appeared to make a turn to avoid us; however not sharply. It is my opinion that had we not stopped the climb and begun a descent; that we would have collided with the cirrus aircraft. Just as soon as we began our descent; I notified ZZZ tower that we had received a traffic alert on board and were descending to avoid. The controller answered back with something to the effect of 'you have traffic at 12-1 O'clock position; less than 1 mi; 2100 ft.' I can't specifically recall if we were given distance; but I recall the direction and altitude information specifically. By the time the controller finished that call; the cirrus passed overhead. At that time; we cleaned up; began a climb again. By the time we passed 2500 ft in the climb; we were told to call departure. At that time we contacted departure control and the flight proceeded normally. I do not know if the cirrus had been in contact with departure or not. I think that this could have been avoided if the tower at ZZZ had issued TA's; especially since we were on an active IFR flight plan. However; I have been told by controller friends since the incident that class D towers; such as ZZZ; are not authority/authorized to do that with precise location information -- at least; that's the way I understood it. To my knowledge; there are no lasting effects from this incident; other than thoughts of it. It is alarming; as we would have likely hit since we were in the process of gear retractions; postdep checklists; etc; when the traffic aural warning activated.

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Original NASA ASRS Text

Title: AN IFR C210 PILOT REPORTS A NEAR MISS WITH CIRRUS AFTER DEPARTURE AT 2100 FT. TCAS ALERTED THE TFC BUT ATC LCL CTLR DID NOT UNTIL IT PASSED.

Narrative: OUR ACFT (A C210D) DEPARTED ZZZ ON AN IFR FLT TO ZZZ1 AND EXPERIENCED WHAT WE WOULD CLASSIFY AS A 'NEAR MISS' WITH AN INBOUND ACFT. THE FLT WAS FLOWN BY AN INST CERTIFIED PVT PLT; WITH A PVT PLT PAX ALSO ON BOARD. OUR IFR CLRNC GIVEN ON CLRNC DELIVERY WAS INITIALLY CLB TO 3000 FT; EXPECTING 6000 FT WITHIN 10 MINS AFTER DEP. EITHER SHORTLY BEFORE (30 SECONDS OR LESS) OR SHORTLY AFTER (15 SECONDS OR LESS) WE WERE GIVEN 'CLRED FOR TKOF RWY 2L; FLY HDG 330 DEGS;' A CIRRUS ACFT CALLED ZZZ TWR AND ADVISED 8 MI N; INBOUND; VFR. WE ROTATED; AND ONCE WE CROSSED THE N BOUNDARY OF THE ARPT; BEGAN A TURN TO A HDG OF 330 DEGS. ON THAT HDG; WE WERE CLBING APPROX 1200 FPM. WITHIN 1 MIN OF BEING AIRBORNE; WE RECEIVED A VISUAL AND AURAL TFC MESSAGE FROM THE ONBOARD GTX330D XPONDER RECEIVING DATA VIA MODE S; CONNECTED TO THE GNS530 GPS DISPLAY. IT WAS A RED TFC ALERT INDICATING IMMEDIATE ACTION REQUIRED. AS SOON AS WE BOTH LOOKED OUT TO THE FRONT R OF THE ACFT; WE OBSERVED A CIRRUS LESS THAN 1 MI AWAY. IMMEDIATELY PULLED BACK ON THE PWR; ACTIVATED ONBOARD SPD BRAKES; AND PUSHED THE NOSE DOWN TO AVOID A COLLISION. SHORTLY THEREAFTER; THE CIRRUS APPEARED TO MAKE A TURN TO AVOID US; HOWEVER NOT SHARPLY. IT IS MY OPINION THAT HAD WE NOT STOPPED THE CLB AND BEGUN A DSCNT; THAT WE WOULD HAVE COLLIDED WITH THE CIRRUS ACFT. JUST AS SOON AS WE BEGAN OUR DSCNT; I NOTIFIED ZZZ TWR THAT WE HAD RECEIVED A TFC ALERT ON BOARD AND WERE DSNDING TO AVOID. THE CTLR ANSWERED BACK WITH SOMETHING TO THE EFFECT OF 'YOU HAVE TFC AT 12-1 O'CLOCK POS; LESS THAN 1 MI; 2100 FT.' I CAN'T SPECIFICALLY RECALL IF WE WERE GIVEN DISTANCE; BUT I RECALL THE DIRECTION AND ALT INFO SPECIFICALLY. BY THE TIME THE CTLR FINISHED THAT CALL; THE CIRRUS PASSED OVERHEAD. AT THAT TIME; WE CLEANED UP; BEGAN A CLB AGAIN. BY THE TIME WE PASSED 2500 FT IN THE CLB; WE WERE TOLD TO CALL DEP. AT THAT TIME WE CONTACTED DEP CTL AND THE FLT PROCEEDED NORMALLY. I DO NOT KNOW IF THE CIRRUS HAD BEEN IN CONTACT WITH DEP OR NOT. I THINK THAT THIS COULD HAVE BEEN AVOIDED IF THE TWR AT ZZZ HAD ISSUED TA'S; ESPECIALLY SINCE WE WERE ON AN ACTIVE IFR FLT PLAN. HOWEVER; I HAVE BEEN TOLD BY CTLR FRIENDS SINCE THE INCIDENT THAT CLASS D TWRS; SUCH AS ZZZ; ARE NOT AUTH TO DO THAT WITH PRECISE LOCATION INFO -- AT LEAST; THAT'S THE WAY I UNDERSTOOD IT. TO MY KNOWLEDGE; THERE ARE NO LASTING EFFECTS FROM THIS INCIDENT; OTHER THAN THOUGHTS OF IT. IT IS ALARMING; AS WE WOULD HAVE LIKELY HIT SINCE WE WERE IN THE PROCESS OF GEAR RETRACTIONS; POSTDEP CHKLISTS; ETC; WHEN THE TFC AURAL WARNING ACTIVATED.

Data retrieved from NASA's ASRS site as of January 2009 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.