Narrative:

While climbing out of ewr; we were IMC and assigned direct sbj and 11000 ft; autopilot on in navigation and climb. While passing through 6500 ft 5 miles east of sbj; ATC calls and tells us to stop climb at 7000 for traffic (climb rate was ~2000fpm). While I; the flying pilot; was twisting in the altitude; TCAS gives a 'traffic' alert. As the aircraft is leveling at 7000 ft; not 3 seconds later; TCAS instructs us to descend. Since the aircraft was still leveling (6900 ft); I put both hands on the yoke; pressed the quick disconnect; and nosed down until the vsi was in the green arc (around -2000 fpm); and then retarded the thrust levers to an intermediate position as to not exceed 250 kts). The ca (pm) then called ATC informing them that we were in a RA descent. Once in the descent; we exited IMC and the target was visible at our 11:30-11:45 position. It was close enough to identify it as a brown or maroon single engine low wing (possibly a malibu; tbm; or similar). It directly overflew us by ~500 ft; with no lateral distance. At the time it crossed overhead we were around 6500 ft; and the descent was leveled around 6200 ft before returning to the newly assigned 7000 ft. Once the threat was gone; ATC assigned us 11000 ft once again; and no further communications or actions related to the event were taken.the aircraft automation was required to be overridden to stop a +2000fpm climb and transition it into a -2000fpm descent. Being in IMC; the TCAS alert to descend was our only guidance to evade an aircraft on a direct collision course until we were already established in the descent; at which point we exited IMC and were able to use visual references as well. I do not recall seeing a target on the TCAS screen until a second or two before the traffic alert. Continue to be vigilant of VFR traffic; the TCAS display; and follow TCAS RA directives per fom when presented.

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Original NASA ASRS Text

Title: After being cleared to 11000 feet; an EMB145 First Officer is instructed to level at 7;000 feet for traffic passing 6500 feet. As the aircraft leveled at 7;000 feet on autopilot the TCAS called for a descent. The autopilot was disengaged and a descent initiated. The intruder was sighted and passed 500 feet overhead as the reporter's aircraft descended through 6;500 feet.

Narrative: While climbing out of EWR; we were IMC and assigned direct SBJ and 11000 ft; autopilot on in NAV and CLB. While passing through 6500 ft 5 miles east of SBJ; ATC calls and tells us to stop climb at 7000 for traffic (climb rate was ~2000fpm). While I; the flying pilot; was twisting in the altitude; TCAS gives a 'traffic' alert. As the aircraft is leveling at 7000 ft; not 3 seconds later; TCAS instructs us to descend. Since the aircraft was still leveling (6900 ft); I put both hands on the yoke; pressed the quick disconnect; and nosed down until the VSI was in the green arc (around -2000 fpm); and then retarded the thrust levers to an intermediate position as to not exceed 250 kts). The CA (PM) then called ATC informing them that we were in a RA descent. Once in the descent; we exited IMC and the target was visible at our 11:30-11:45 position. It was close enough to identify it as a brown or maroon single engine low wing (possibly a malibu; TBM; or similar). It directly overflew us by ~500 ft; with no lateral distance. At the time it crossed overhead we were around 6500 ft; and the descent was leveled around 6200 ft before returning to the newly assigned 7000 ft. Once the threat was gone; ATC assigned us 11000 ft once again; and no further communications or actions related to the event were taken.The aircraft automation was required to be overridden to stop a +2000fpm climb and transition it into a -2000fpm descent. Being in IMC; the TCAS alert to descend was our only guidance to evade an aircraft on a direct collision course until we were already established in the descent; at which point we exited IMC and were able to use visual references as well. I do not recall seeing a target on the TCAS screen until a second or two before the traffic alert. Continue to be vigilant of VFR traffic; the TCAS display; and follow TCAS RA directives per FOM when presented.

Data retrieved from NASA's ASRS site 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.