Narrative:

On the ZZZ ramp; as PIC; I received; understood; and gave a full readback of our IFR clearance. The clearance was to depart on the ZZZ SID and to maintain 10000 ft and expect 360 in 10 mins; maintain 230 KTS. The ATIS information was received and cleared to taxi to runway 35 for departure. Clearance was then given for takeoff and a normal departure was made. A left turn was made at 4800 ft (4727 ft) direct to abcxx intersection and while maintaining 230 KTS assigned; the climb was continued as cleared to 10000 ft. A subsequent normal speed clearance was received after takeoff. During the climb there was turbulence throughout the entire climb profile. The turbulence varied between light to moderate and the level of intensity was greatest climbing through 9000 ft. At this point; an unexpected and sudden pitch up while in moderate turbulence with a high rate of climb was experienced. I disconnected the autoplt and immediately acted to maintain 10000 ft to correct the emergency. The ivsi was fluctuating from 200 ft to 1500 FPM as well as the airspeed was deviating between 10-15 KTS while trying to level at my cleared altitude of 10000 ft. While still in turbulence and instruments erratic; my concerns were the accuracy of my instrument readings. I transmitted to ATC an immediate request to verify level at 10000 ft and the controller verified level at 10000 ft and informed us of traffic at 11000 ft. At no time did ATC inform me of any altitude deviation or conflict with other air traffic or threat to aviation safety or any corrective action. Thereafter; the aircraft was still in turbulence and my primary concern and focus was compliance with and maintaining the 10000 ft ATC clearance while hand flying the aircraft. The turbulence continued through FL210. The autoplt was re-engaged climbing through FL220 and operated normally. I was asked to call ATC and I did as requested after landing in ZZZ1 and was only told then that they had a record of my aircraft climbing through 10000 ft to 10400 ft and there existed a safety of flight issue regarding air traffic. I informed them of the flight conditions and that I was in turbulence and the ivsi was fluctuating from 200 FPM to 1500 FPM as well as the airspeed was deviating between 10-15 KTS and the deviation was unavoidable. There were significant reports of turbulence in the entire area along my route of flight. It is my concern that there existed an immediate air safety issue and ATC should have notified us immediately and without hesitation of any conflicting air traffic. At no time did ATC inform us of any altitude deviation or conflict with other air traffic or threat to aviation safety. I was made aware of the safety issues contained herein only after calling ATC after landing in ZZZ1 over 1 hour later. It is my hope that this report will create a need for ATC to allow more separation in terminal areas when experiencing adverse WX conditions than currently allowed. Supplemental information from acn 788047: as we continued our climb to 10000 ft; we encountered light; moderate; and even severe turbulence throughout the climb to 10000 ft. After reaching 9500 ft and leveling 10000 ft; we encountered moderate to severe turbulence and the plane became uncontrollable. The autoplt was disengaged; and we tried to keep the wings leveled; meanwhile; we were attempting to gain control of the aircraft and level off at 10000 ft. Power was reduced; and large control inputs were avoided -- in order to avoid excessive load and possible structural damage while trying to maintain 10000 ft. We gained control of the aircraft and maintained 10000 ft. We were still getting small variations on the ivsi and airspeed indicator. We called ATC as soon as practicable and asked them to verify 10000 ft. ATC stated that we were at 10000 ft and we had traffic at 11000 ft; a citation. ATC never said that we deviated from our altitude; nor did they inform us of an unsafe condition; a corrective action; or conflict with another aircraft. We continued our climb and encountered turbulence through FL200. The autoplt was re-engaged at FL220 and operated normally. 1 or 2 center controllers later asked us to call ATC for a possible pilot deviation. This was the first we heard of a deviation. There was significant reports of turbulence in the entire area along our route of flight; and the deviation was unavoidable.

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Original NASA ASRS Text

Title: A SMALL TRANSPORT JET ENCOUNTERED SEVERE TURB ON A SID WITH ALT CONSTRAINTS. UNABLE TO FULLY CTL THE ACFT; SEPARATION WAS LOST WITH AN INBOUND ACFT.

Narrative: ON THE ZZZ RAMP; AS PIC; I RECEIVED; UNDERSTOOD; AND GAVE A FULL READBACK OF OUR IFR CLRNC. THE CLRNC WAS TO DEPART ON THE ZZZ SID AND TO MAINTAIN 10000 FT AND EXPECT 360 IN 10 MINS; MAINTAIN 230 KTS. THE ATIS INFO WAS RECEIVED AND CLRED TO TAXI TO RWY 35 FOR DEP. CLRNC WAS THEN GIVEN FOR TKOF AND A NORMAL DEP WAS MADE. A L TURN WAS MADE AT 4800 FT (4727 FT) DIRECT TO ABCXX INTXN AND WHILE MAINTAINING 230 KTS ASSIGNED; THE CLB WAS CONTINUED AS CLRED TO 10000 FT. A SUBSEQUENT NORMAL SPD CLRNC WAS RECEIVED AFTER TKOF. DURING THE CLB THERE WAS TURB THROUGHOUT THE ENTIRE CLB PROFILE. THE TURB VARIED BTWN LIGHT TO MODERATE AND THE LEVEL OF INTENSITY WAS GREATEST CLBING THROUGH 9000 FT. AT THIS POINT; AN UNEXPECTED AND SUDDEN PITCH UP WHILE IN MODERATE TURB WITH A HIGH RATE OF CLB WAS EXPERIENCED. I DISCONNECTED THE AUTOPLT AND IMMEDIATELY ACTED TO MAINTAIN 10000 FT TO CORRECT THE EMER. THE IVSI WAS FLUCTUATING FROM 200 FT TO 1500 FPM AS WELL AS THE AIRSPD WAS DEVIATING BTWN 10-15 KTS WHILE TRYING TO LEVEL AT MY CLRED ALT OF 10000 FT. WHILE STILL IN TURB AND INSTS ERRATIC; MY CONCERNS WERE THE ACCURACY OF MY INST READINGS. I XMITTED TO ATC AN IMMEDIATE REQUEST TO VERIFY LEVEL AT 10000 FT AND THE CTLR VERIFIED LEVEL AT 10000 FT AND INFORMED US OF TFC AT 11000 FT. AT NO TIME DID ATC INFORM ME OF ANY ALTDEV OR CONFLICT WITH OTHER AIR TFC OR THREAT TO AVIATION SAFETY OR ANY CORRECTIVE ACTION. THEREAFTER; THE ACFT WAS STILL IN TURB AND MY PRIMARY CONCERN AND FOCUS WAS COMPLIANCE WITH AND MAINTAINING THE 10000 FT ATC CLRNC WHILE HAND FLYING THE ACFT. THE TURB CONTINUED THROUGH FL210. THE AUTOPLT WAS RE-ENGAGED CLBING THROUGH FL220 AND OPERATED NORMALLY. I WAS ASKED TO CALL ATC AND I DID AS REQUESTED AFTER LNDG IN ZZZ1 AND WAS ONLY TOLD THEN THAT THEY HAD A RECORD OF MY ACFT CLBING THROUGH 10000 FT TO 10400 FT AND THERE EXISTED A SAFETY OF FLT ISSUE REGARDING AIR TFC. I INFORMED THEM OF THE FLT CONDITIONS AND THAT I WAS IN TURB AND THE IVSI WAS FLUCTUATING FROM 200 FPM TO 1500 FPM AS WELL AS THE AIRSPD WAS DEVIATING BTWN 10-15 KTS AND THE DEV WAS UNAVOIDABLE. THERE WERE SIGNIFICANT RPTS OF TURB IN THE ENTIRE AREA ALONG MY RTE OF FLT. IT IS MY CONCERN THAT THERE EXISTED AN IMMEDIATE AIR SAFETY ISSUE AND ATC SHOULD HAVE NOTIFIED US IMMEDIATELY AND WITHOUT HESITATION OF ANY CONFLICTING AIR TFC. AT NO TIME DID ATC INFORM US OF ANY ALTDEV OR CONFLICT WITH OTHER AIR TFC OR THREAT TO AVIATION SAFETY. I WAS MADE AWARE OF THE SAFETY ISSUES CONTAINED HEREIN ONLY AFTER CALLING ATC AFTER LNDG IN ZZZ1 OVER 1 HR LATER. IT IS MY HOPE THAT THIS RPT WILL CREATE A NEED FOR ATC TO ALLOW MORE SEPARATION IN TERMINAL AREAS WHEN EXPERIENCING ADVERSE WX CONDITIONS THAN CURRENTLY ALLOWED. SUPPLEMENTAL INFO FROM ACN 788047: AS WE CONTINUED OUR CLB TO 10000 FT; WE ENCOUNTERED LIGHT; MODERATE; AND EVEN SEVERE TURB THROUGHOUT THE CLB TO 10000 FT. AFTER REACHING 9500 FT AND LEVELING 10000 FT; WE ENCOUNTERED MODERATE TO SEVERE TURB AND THE PLANE BECAME UNCTLABLE. THE AUTOPLT WAS DISENGAGED; AND WE TRIED TO KEEP THE WINGS LEVELED; MEANWHILE; WE WERE ATTEMPTING TO GAIN CTL OF THE ACFT AND LEVEL OFF AT 10000 FT. PWR WAS REDUCED; AND LARGE CTL INPUTS WERE AVOIDED -- IN ORDER TO AVOID EXCESSIVE LOAD AND POSSIBLE STRUCTURAL DAMAGE WHILE TRYING TO MAINTAIN 10000 FT. WE GAINED CTL OF THE ACFT AND MAINTAINED 10000 FT. WE WERE STILL GETTING SMALL VARIATIONS ON THE IVSI AND AIRSPD INDICATOR. WE CALLED ATC AS SOON AS PRACTICABLE AND ASKED THEM TO VERIFY 10000 FT. ATC STATED THAT WE WERE AT 10000 FT AND WE HAD TFC AT 11000 FT; A CITATION. ATC NEVER SAID THAT WE DEVIATED FROM OUR ALT; NOR DID THEY INFORM US OF AN UNSAFE CONDITION; A CORRECTIVE ACTION; OR CONFLICT WITH ANOTHER ACFT. WE CONTINUED OUR CLB AND ENCOUNTERED TURB THROUGH FL200. THE AUTOPLT WAS RE-ENGAGED AT FL220 AND OPERATED NORMALLY. 1 OR 2 CTR CTLRS LATER ASKED US TO CALL ATC FOR A POSSIBLE PLTDEV. THIS WAS THE FIRST WE HEARD OF A DEV. THERE WAS SIGNIFICANT RPTS OF TURB IN THE ENTIRE AREA ALONG OUR RTE OF FLT; AND THE DEV WAS UNAVOIDABLE.

Data retrieved from NASA's ASRS site as of May 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.