A320 flight crew reported TA and RA during departure climb from a non-towered airport.
Synopsis
A320 flight crew reported TA and RA during departure climb from a non-towered airport.
Narrative
We were holding short of Runway XX for departure in ZZZ (uncontrolled airport). ZZZ Center landed 2 airplanes in front of us and allowed 2 smaller aircraft to depart; one Piper Cherokee (IFR) and one Cessna Citation 2 (VFR). Because the Cherokee was slower (and was not following ATC instructions initially; to my recollection); Center asked if we would accept a left visual terrain clearance departure turn after departure; heading of 030 (it was completely clear and I had experience in and out of ZZZ airport). Center informed us we have a void if not off time of 2 minutes and did not make any other indication of traffic in the area. After we both agreed to take visual responsibility for terrain and weather per FOM/FM (Flight Manual) (which there was no weather); we departed after making announcements on UNICOM. There were no other aircraft that made any advisories. After takeoff and in the turn to 030; I announced on UNICOM that we were turning left and departing to the northeast. We contacted ZZZ Center in the climbing turn and checked on successfully. We noticed converging traffic at our 2-3 o clock on our TCAS as we climbed through 8900 feet to 9000 feet. ATC instructed us to level at 9200 (initial clearance was 15000); which was the same altitude as the other converging traffic (9200). We were confused about the instruction and began to level. We immediately received an RA to climb; in which the FO executed without hesitation. We then received a level off instruction RA. Upon clear of conflict; ATC allowed us to resume our climb uneventfully.
Second reporter narrative
While holding short Runway XX in ZZZ; ZZZ Center asked us if we can fly a heading of 030 and climb and maintain 15;000 ft for departure while maintaining visual obstacle clearance since the usual Runway XX Obstacle Departure Procedure provided in our Jeppesen FD (Flight Data) chart page has traffic that is in our way in the departure corridor. Captain and I agreed that we can do that since we were in daytime VMC.We were then cleared for that departure procedure with a clearance void time of 3 minutes and to contact ZZZ Center once airborne. We then switched to the UNICOM/CTAF frequency and announced our intentions. Once airborne and turning left to a heading of 030 and climbing to 15;000 feet; we switched back to ZZZ Center and checked in with them. As we were climbing just prior to 9;000 feet at a heading of 030; we had a Traffic Advisory at about our 2 or 3 o'clock position from TCAS and from ATC simultaneously. We were then told to level off from ATC soon afterwards at about 9;200 feet. Now TCAS is showing the other traffic with a relative altitude of '00' in relation to our altitude. A few seconds later; we received a RA to 'climb; climb'. As the pilot flying; I immediately pushed the thrust levers to TOGA and manually pitched the aircraft upwards to comply with the vertical speed needed to avoid the midair collision. I decided to have TOGA thrust despite that our FM (Flight Manual) in the 'Maneuvers' chapter in the Resolution Advisory procedure not specifying to do that for our current phase of flight and aircraft configuration since we were at a high airport elevation of 6;606 feet MSL with rising mountainous terrain in front of us.As we climbed past 10;000 feet; TCAS advised us to 'level off'. I then lowered the pitch of the aircraft to reduce the climb and reduced the power setting of the thrust levers to not overspeed. ATC then gave us a higher altitude and I resumed normal climb after CA informed them we had a TCAS RA. I was hand flying throughout this entire event since takeoff.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.