Date: 201506
Local time of day: 1801-2400
Location: N90.TRACON, NY
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; Turbulence; 5
Aircraft: Medium Transport; Low Wing; 2 Turboprop Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B NYC
ATC / advisory: TRACON N90
Second aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Troubleshooting
Second reporter function: Captain; Pilot Flying
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft RA; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: [Aircraft Y] was under my control landing LGA at 4;000 feet MSL on a vector across the localizer for runway 22 for spacing on final. HPN was departing runway 16 on the SID climbing to 3;000 feet MSL. [Aircraft X] departed HPN in the climb and did not turn per the SID but instead remained runway heading. I did notice the blown SID off of HPN and began to issue [Aircraft Y] a traffic call to point out [Aircraft X] climbing to 3;000 feet. Mid-transmission; I stopped my traffic call since I realized [Aircraft X] was now at 3;500 feet on the next radar sweep. As I began to issue the traffic alert to [Aircraft Y]; he keyed up right before I did and responded to the RA he received on Aircraft X still in the climb (now at 3;800 feet) and began his evasive maneuver to turn/climb away from the aircraft in conflict. Targets were approximately 1.2 NM and 300 feet separated at the closest instance. No recommendations can be given since the pilot that departed HPN deviated from the HPN runway 16 SID's turn/altitude published. The climb through 3;000 feet from the J328 was a fast climb rate. Thus; the RA that [Aircraft Y] responded to was obviously the right move steering the aircraft away from [Aircraft Y].


Second narrative: We were just about to load passengers when my first officer called me to tell me we had a DC tie failure. This led to an flight director to shutdown; an hx fan failure which caused the left pack to overheat and fail. After running the checklist it was determined that we would wait until we got into the air to reset the left pack to let it cool down and try to reset the pack in flight.On the taxi checks the pilot flying and the non flying pilot reset the flight director for takeoff configuration. We selected the left pack and left bleed while on taxi and it still showed as failed so we deselected the bleed and pack for the left side and decided to wait until airborn to try to reset again.With left pack failed the n1% were split by 10-15% being high on left side so pilot flying tried to keep n1 balanced during takeoff roll. At 400 feet the flaps up yaw damp on call was made as normal. On Climb out I continued to monitor the n1 guages to maintain balance. The flight director was selected for nav mode and I continued to follow the command bar directions which did not command the right turn from the SID.  At acceleration height I called for climb check and at the same time ATC called to see if we started our turn. We advised we were starting turn and turned at less than standard bank for passenger comfort. While in the turn and climbing at 3;500 feet per minute ATC then advised a turn to heading 350 in which I selected the autopilot on in heading mode. Close to roll out on the 350 degree heading the non flying pilot noticed traffic on the right both high and low. Traffic low was a blimp off the departure end of the runway and to the west; traffic high was jet traffic on a converging course. We also noted at this time that the autopilot had not captured the 3;000 feet as selected in the altitude select. I then clicked off the auto pilot and agressivly nosed the airplane down for a descent to maintain seperation from the higher jet traffic. Once leveled off at 3;000 feet we continued to recieve radar vectors for another 10 min until being told to go direct to JFK VOR. Enroute to JFK we reselected the autopilot on and continued to closely monitor all climbs and level offs until cruise altitude. At this point I called for the QRH cheklist for pack failure. The non flying pilot was to run the checklist while I Flew the plane and ran the radios. We got the left pack back online and continued for a few more minutes. Shortly after crossing the JFK VOR the flight director went off line in flight. I elected at this to hand fly the aircraft until we reached [our destination airport] as I suspected there was an issue with the flight guidance system. Upon dropping off our passangers I then called maintenance about the pack failures and DC tie failure. We discussed possible reasons for DC tie failures. We conducted a quick evaluation consisting of turning off a DC hydraulic pump and turning it back on. We discovered there was a spike in the system which was determined why the pack and flight director had failed. Maintenance suggested if it happened again; were we lost the flight director on the ground;to shut the airplane down to reset the systems of the autopilot. I also called our company saftey manager to discuss the chain events that led to the RA. I also called the director of operations and discussed these items with him as well. Upon contiuing our day the autopilot system seemed to work normally but we had one more occurance of DC tie failure before the end of our duty day. The cause the the problems were multiple system malfunctions before takeoff that led to erroneous readings in a high traffic voulme environment causing crew to have to take evasive actions to avoid conflict. We fly SIDs and STARS on a daily basis and rely on the auto guidance system to give us correct information. To prevent this from happening in the future the non flying pilot and I have discussed how we could change the after takeoffscan of the instrumentaion and the priority of what should be handled first in a situation like this.


Synopsis: N90 TRACON Controller and both pilots report of a RA and a loss of separation  due to the aircraft climbing above its assigned altitude. Pilots report of a problem with the aircraft that took their attention away from the altitude deviation.