|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||atc facility : bur|
airport : whp
|Altitude||msl bound lower : 2500|
msl bound upper : 2500
|Controlling Facilities||tracon : bur|
|Operator||general aviation : personal|
|Make Model Name||Small Aircraft, Low Wing, 1 Eng, Retractable Gear|
|Flight Phase||climbout : intermediate altitude|
|Route In Use||enroute : direct|
|Function||flight crew : single pilot|
|Qualification||pilot : private|
|Affiliation||government : faa|
|Function||controller : local|
|Qualification||controller : non radar|
|Anomaly||non adherence : far|
other anomaly other
|Independent Detector||other controllera|
|Resolutory Action||controller : issued new clearance|
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
Instructions received from whp tower, squawk/remain below 2500' (after departure en route to lax special rules corridor sebnd for san). Departed runway 12. Whp is 4.5 NM from bur within arsa. Since I was not given vector for route of flight I decided direct overflt of bur was safest departure in haze since many approachs to bur are ILS runway 7 which is 4.5 NM south of whp and in direct flight path to lax, especially during climb out. My instincts proved correct. Upon hearing bur I was instructed by whp ATC to contact bur ATC who advised me of medium large transport on approach runway 7. I was instructed to overfly. Lack of courtesy and attitude of bur controller indicated that he was surprised I was in bur air traffic area despite arsa squawk frequency. If overflt of bur less than 2500' was not preferred then whp controller should have provided departure position from traffic pattern, heading vector to a common departure point and coordination with bur ATC to avoid potential conflicts (had I flown direct to lax it would have been through the runway 7 ILS approach to bur below 2500' in low visibility). Lack of specific ATC instructions within the arsa and overlapping air traffic area could have been more serious.
Original NASA ASRS Text
Title: GA SMA UNAUTH PENETRATION OF AIRSPACE.
Narrative: INSTRUCTIONS RECEIVED FROM WHP TWR, SQUAWK/REMAIN BELOW 2500' (AFTER DEP ENRTE TO LAX SPECIAL RULES CORRIDOR SEBND FOR SAN). DEPARTED RWY 12. WHP IS 4.5 NM FROM BUR WITHIN ARSA. SINCE I WAS NOT GIVEN VECTOR FOR ROUTE OF FLT I DECIDED DIRECT OVERFLT OF BUR WAS SAFEST DEP IN HAZE SINCE MANY APCHS TO BUR ARE ILS RWY 7 WHICH IS 4.5 NM S OF WHP AND IN DIRECT FLT PATH TO LAX, ESPECIALLY DURING CLBOUT. MY INSTINCTS PROVED CORRECT. UPON HEARING BUR I WAS INSTRUCTED BY WHP ATC TO CONTACT BUR ATC WHO ADVISED ME OF MLG ON APCH RWY 7. I WAS INSTRUCTED TO OVERFLY. LACK OF COURTESY AND ATTITUDE OF BUR CTLR INDICATED THAT HE WAS SURPRISED I WAS IN BUR ATA DESPITE ARSA SQUAWK FREQ. IF OVERFLT OF BUR LESS THAN 2500' WAS NOT PREFERRED THEN WHP CTLR SHOULD HAVE PROVIDED DEP POS FROM TFC PATTERN, HDG VECTOR TO A COMMON DEP POINT AND COORD WITH BUR ATC TO AVOID POTENTIAL CONFLICTS (HAD I FLOWN DIRECT TO LAX IT WOULD HAVE BEEN THROUGH THE RWY 7 ILS APCH TO BUR BELOW 2500' IN LOW VISIBILITY). LACK OF SPECIFIC ATC INSTRUCTIONS WITHIN THE ARSA AND OVERLAPPING ATA COULD HAVE BEEN MORE SERIOUS.
Data retrieved from NASA's ASRS site as of August 2007 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.