Narrative:

After departing lga we were assigned by new york center 'direct col-white' with 'climb to 17;000 MSL.' clearance was read back as well as FMA callouts performed routinely throughout flight. Approximately 10 miles south of col while climbing through 16;000 MSL and anticipating altitude capture; we simultaneously heard center controller advising us of a VFR target at 16;000 MSL. Aircraft was observed by both the first officer and me and ATC was advised of aircraft being in sight. It appeared that the controller then advised the VFR traffic target to climb to 17;500 and of an airbus climbing to/leveling at 16;000 feet. Something appeared 'amiss' to both the first officer and me at that instant. I momentarily thought about leveling at 16;000 but that would not have been in compliance with our clearance. I wanted confirmation of what was occurring and was aware that the first officer was thinking the same. Before we could query/correct the controller we heard the controller again advise the traffic of an airbus climbing to 16;000 and realized/deduced---definitively--that he mistakenly was referring to us as the airbus climbing to 16;000 not another. My first officer attempted to advise the controller that we were assigned and climbing to 17;000. Response from controller was absent/with pause. Our aircraft proceeded to altitude capture and began leveling at 17;000 when TA/RA occurred. TA/RA occurred nearly simultaneously and initially indicated that we descend. With the VFR target in sight; being the only target visible on the nd's and highlighted red/-300 feet at three miles ahead we concurred on the observed target and complied with RA guidance. With the visual confirmation of the target a descent of the nature displayed would have conflicted with the path of the other aircraft and action was momentarily delayed due to that fact that we both had the other aircraft in sight. The other aircraft at this time was approximately three miles away and opposite direction. RA guidance then changed to indicate a climb with which we complied and were clear of conflict at 18;000 plus feet and leveled at 18;500 controller was advised of our actions; that the RA had occurred and that we were presently level at 18;500. Controller was then apparently changed/replaced as we remained on the same frequency with a different controller's voice. New climb clearance was issued and no further mention of the incident was made. Due to congestion on the frequency we were unable to ask any questions regarding the incident and received a frequency change within minutes. No further mention of the incident was made by ATC. Maneuver was cautiously performed as we were aware that the flight attendants were conducting service. Passengers remained unaware of incident although we later learned that the flight attendants had suspected something occurred. We proceeded to our destination without further incident. ATC provided no guidance during event and no explanation afterwards.

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Original NASA ASRS Text

Title: An A319 flight crew experienced a TCAS RA with VFR traffic.

Narrative: After departing LGA we were assigned by New York Center 'direct COL-White' with 'climb to 17;000 MSL.' Clearance was read back as well as FMA callouts performed routinely throughout flight. Approximately 10 miles south of COL while climbing through 16;000 MSL and anticipating ALT capture; we simultaneously heard Center Controller advising us of a VFR target at 16;000 MSL. Aircraft was observed by both the First Officer and me and ATC was advised of aircraft being in sight. It appeared that the Controller then advised the VFR traffic target to climb to 17;500 and of an Airbus climbing to/leveling at 16;000 feet. Something appeared 'amiss' to both the First Officer and me at that instant. I momentarily thought about leveling at 16;000 but that would not have been in compliance with our clearance. I wanted confirmation of what was occurring and was aware that the First officer was thinking the same. Before we could query/correct the controller we heard the Controller again advise the traffic of an Airbus climbing to 16;000 and realized/deduced---definitively--that he mistakenly was referring to us as the Airbus climbing to 16;000 not another. My First Officer attempted to advise the Controller that we were assigned and climbing to 17;000. Response from Controller was absent/with pause. Our aircraft proceeded to ALT capture and began leveling at 17;000 when TA/RA occurred. TA/RA occurred nearly simultaneously and initially indicated that we descend. With the VFR target in sight; being the only target visible on the ND's and highlighted RED/-300 feet at three miles ahead we concurred on the observed target and complied with RA guidance. With the visual confirmation of the target a descent of the nature displayed would have conflicted with the path of the other aircraft and action was momentarily delayed due to that fact that we both had the other aircraft in sight. The other aircraft at this time was approximately three miles away and opposite direction. RA Guidance then changed to indicate a climb with which we complied and were clear of conflict at 18;000 plus feet and leveled at 18;500 Controller was advised of our actions; that the RA had occurred and that we were presently level at 18;500. Controller was then apparently changed/replaced as we remained on the same frequency with a different controller's voice. New climb clearance was issued and no further mention of the incident was made. Due to congestion on the frequency we were unable to ask any questions regarding the incident and received a frequency change within minutes. No further mention of the incident was made by ATC. Maneuver was cautiously performed as we were aware that the flight attendants were conducting service. Passengers remained unaware of incident although we later learned that the flight attendants had suspected something occurred. We proceeded to our destination without further incident. ATC provided no guidance during event and no explanation afterwards.

Data retrieved from NASA's ASRS site as of April 2012 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.