Narrative:

A P46T on GPS approach runway 21. The hourly weather was right at minimums. Smo has a circling approach but we do not allow them to circle via LOA because of conflict with lax. We also do not give published missed for same reason. We issue; 'at smo VOR turn right heading 250 climb to 3;000.' the P46T heard me issue these to the jet he was following. The jet asked to repeat. I repeated and he read back. I issued the jet frequency change; no response. I issued it again. Then at 700 ft; over the approach end; I issued ma instructions to the P46T. No response. I saw his target south of field (left) at 600 ft. I asked if he copied and he said just a second. By now he was turning left towards lax. I gave instruct again. In the meantime; ground control and I were completing mandatory coordination with lax and sct. By the time he turned and acknowledged the whole thing had fallen apart. Lax told ground control we had to give more of a turn and to call sct. Sct responded they were really busy when she tried to call so she told him we would give 270. The pilot was so overwhelmed; or disorientated; or whatever; when I gave him 270. I issued altitude again and a frequency and he only read back the frequency I switched him without noticing he never read back altitude because there was so much going on over speaker with co-ordination. This problem has been identified on several occasions. We all know that until we get a straight in procedure this approach has potential for very serious problems. Smo is in constant conflict with lax; one of the busiest airports and tiniest airspace footprint.

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Original NASA ASRS Text

Title: SMO Controller voiced concern regarding the GPS Approach procedure to Runway 21 describing a recent event that included a missed approach and potential conflict with LAX traffic.

Narrative: A P46T on GPS approach Runway 21. The hourly weather was right at minimums. SMO has a circling approach but we do not allow them to circle via LOA because of conflict with LAX. We also do not give published missed for same reason. We issue; 'At SMO VOR turn right heading 250 climb to 3;000.' The P46T heard me issue these to the jet he was following. The jet asked to repeat. I repeated and he read back. I issued the jet frequency change; no response. I issued it again. Then at 700 FT; over the approach end; I issued MA instructions to the P46T. No response. I saw his target south of field (left) at 600 FT. I asked if he copied and he said just a second. By now he was turning left towards LAX. I gave instruct again. In the meantime; Ground Control and I were completing mandatory coordination with LAX and SCT. By the time he turned and acknowledged the whole thing had fallen apart. LAX told Ground Control we had to give more of a turn and to call SCT. SCT responded they were really busy when she tried to call so she told him we would give 270. The pilot was so overwhelmed; or disorientated; or whatever; when I gave him 270. I issued altitude again and a frequency and he only read back the frequency I switched him without noticing he never read back altitude because there was so much going on over speaker with co-ordination. This problem has been identified on several occasions. We all know that until we get a straight in procedure this approach has potential for very serious problems. SMO is in constant conflict with LAX; one of the busiest airports and tiniest airspace footprint.

Data retrieved from NASA's ASRS site as of July 2013 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.