Date: 201712
Local time of day: 0601-1200
Location: MMU.Airport, NY
Flight conditions: VMC
Light: Daylight
Aircraft: Falcon 2000
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B N90
ATC / advisory: TRACON N90
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: After departing runway 23 at MMU on MMU 6 Departure Procedure (DP); I contacted New York departure control and reported climbing 1200 for 2000. New York acknowledged and asked if we had traffic to our right side at approximately 2000. I acknowledged seeing the traffic; at which time ATC issued a right turn to heading 110 with climb to 10000. Knowing that the MMU 6 departure has a left turn to 160 as published; this revised ATC clearance could pose a possible conflict with target aircraft insight so I queried ATC again and ATC response was turn right to 110 and climb and maintain 10000. The PIC and I looked at our position in relation to other aircraft and decided we could comply with the ATC clearance while maintaining visual separation with other aircraft. We anticipated receiving a TCAS alert and RA; which we did momentarily and complied with the RA while maintaining a visual on target aircraft; and subsequently received a level off alert due to another aircraft later pointed out by ATC to our left; which was most likely EWR outbound traffic. All TCAS RA alerts cleared; and by this time; we were well above and away from initial target and EWR traffic and heading 110 while climbing to 10000 and informed ATC. ATC acknowledged saying we were supposed to turn left; not right to a heading of 110 at which time we were given a frequency change and proceeded uneventfully.I refrained from questioning ATC`s remarks on right turn versus left turn due to traffic volume and frequency congestion. The PIC and I both heard and confirmed ATC's right turn request from initial call and when queried for a second time as well. The fact that ATC knew traffic was to our right and asked if we had a visual on him points to the fact that his intentions were for us to make a right turn and not a left turn. Contributing Factors: Asking crew to amend a DP; and knowingly putting our aircraft in a compromising position; when obviously staying on the DP; or making a left turn would have avoided this situation. ATC apparently not seeming to know left from right at initial point of contact. Confusion due to initial target traffic; and MMU 6 DP. Action Taken: Compliance with TCAS RA alerts while maintaining safe visual separation from initial target aircraft and subsequent aircraft pointed out by ATC.




Synopsis: A DA2000 Captain reported they were vectored off the SID with a right turn to an assigned heading toward traffic that had been previously pointed out and acknowledged. He questioned ATC about the direction of turn and was told a second time to turn right. The crew complied with the instruction; received a RA; complied with the RA; and then they were told by ATC that the turn was supposed to be to the left.