|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : oak|
|Altitude||msl bound lower : 4500|
msl bound upper : 4500
|Controlling Facilities||tower : msp|
|Operator||general aviation : personal|
|Make Model Name||Cardinal 177/177RG|
|Operating Under FAR Part||Part 91|
|Flight Phase||climbout : intermediate altitude|
|Function||flight crew : single pilot|
|Qualification||pilot : instrument|
pilot : commercial
|Experience||flight time last 90 days : 45|
flight time total : 2700
flight time type : 45
|Affiliation||government : faa|
|Function||controller : departure|
|Qualification||controller : radar|
|Anomaly||conflict : airborne less severe|
|Independent Detector||other flight crewa|
|Resolutory Action||flight crew : took evasive action|
|Miss Distance||horizontal : 1500|
vertical : 100
|Air Traffic Incident||other|
Based at oak for last 13 yrs. Tired of constant ATC directions from flying in and out of class C airspace which underlies class B. This event resulted from telling ground control at oak that my destination was lvk instead of actual L08. Thus tower terminated ATC services 4 NM east without requiring handoff to bay approach, then I turned on course using GPS receiver while monitoring approach. However, I let my monitoring and scan slide to the backgnd as I engaged in conversation with wife in right seat. As I crossed the ILS course to runway 27R at oak I suddenly noticed a gulfstream business jet inbound on the ILS at my 11:30 O'clock position, 1/2 mi and on a collision course. As I turned right in an avoidance maneuver I became aware that the approach controller had been advising the jet of my position and altitude. While the situation resolved itself without a serious hazard, my actions were derelict. Resolved: 1) use ATC services in complex airspace for safe separation is why they are there, and 2) maintenance a sterile cockpit as do the airlines when in busy airspace. Callback conversation with reporter revealed the following information: reporter states there has been no follow-up of any nature on the incident. He knows that he caused the problem as he gave the wrong identify for his destination and was released from approach control. He also chose not to make further contact as he is 'tired of dealing with controllers coming in and out of oak.' he does, however, acknowledge that they are there for his safety and will not make this mistake again. He does monitor bay approach at all times even when not in contact but was still quite surprised to see the lights of the gulfstream so close. Both aircraft maneuvered to avoid conflict. Actual destination was borrego springs, ca, and he was flying a cardinal.
Original NASA ASRS Text
Title: SMA PLT GIVES WRONG DEST IDENT TO DEP CTLR ON DEP FROM CLASS C AIRSPACE. HE IS RELEASED FROM ATC CTL BUT ON A COURSE THAT TOOK HIM ACROSS THE ILS INTO THE ARPT. HE SIGHTS A GULFSTREAM ON APCH, BOTH ACFT MANEUVERED TO AVOID CONFLICT. RPTR ACFT WAS BEING ISSUED AS TFC TO THE GULFSTREAM WHO HAD SIGHTED HIM.
Narrative: BASED AT OAK FOR LAST 13 YRS. TIRED OF CONSTANT ATC DIRECTIONS FROM FLYING IN AND OUT OF CLASS C AIRSPACE WHICH UNDERLIES CLASS B. THIS EVENT RESULTED FROM TELLING GND CTL AT OAK THAT MY DEST WAS LVK INSTEAD OF ACTUAL L08. THUS TWR TERMINATED ATC SVCS 4 NM E WITHOUT REQUIRING HDOF TO BAY APCH, THEN I TURNED ON COURSE USING GPS RECEIVER WHILE MONITORING APCH. HOWEVER, I LET MY MONITORING AND SCAN SLIDE TO THE BACKGND AS I ENGAGED IN CONVERSATION WITH WIFE IN R SEAT. AS I CROSSED THE ILS COURSE TO RWY 27R AT OAK I SUDDENLY NOTICED A GULFSTREAM BUSINESS JET INBOUND ON THE ILS AT MY 11:30 O'CLOCK POS, 1/2 MI AND ON A COLLISION COURSE. AS I TURNED R IN AN AVOIDANCE MANEUVER I BECAME AWARE THAT THE APCH CTLR HAD BEEN ADVISING THE JET OF MY POS AND ALT. WHILE THE SIT RESOLVED ITSELF WITHOUT A SERIOUS HAZARD, MY ACTIONS WERE DERELICT. RESOLVED: 1) USE ATC SVCS IN COMPLEX AIRSPACE FOR SAFE SEPARATION IS WHY THEY ARE THERE, AND 2) MAINT A STERILE COCKPIT AS DO THE AIRLINES WHEN IN BUSY AIRSPACE. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATES THERE HAS BEEN NO FOLLOW-UP OF ANY NATURE ON THE INCIDENT. HE KNOWS THAT HE CAUSED THE PROB AS HE GAVE THE WRONG IDENT FOR HIS DEST AND WAS RELEASED FROM APCH CTL. HE ALSO CHOSE NOT TO MAKE FURTHER CONTACT AS HE IS 'TIRED OF DEALING WITH CTLRS COMING IN AND OUT OF OAK.' HE DOES, HOWEVER, ACKNOWLEDGE THAT THEY ARE THERE FOR HIS SAFETY AND WILL NOT MAKE THIS MISTAKE AGAIN. HE DOES MONITOR BAY APCH AT ALL TIMES EVEN WHEN NOT IN CONTACT BUT WAS STILL QUITE SURPRISED TO SEE THE LIGHTS OF THE GULFSTREAM SO CLOSE. BOTH ACFT MANEUVERED TO AVOID CONFLICT. ACTUAL DEST WAS BORREGO SPRINGS, CA, AND HE WAS FLYING A CARDINAL.
Data retrieved from NASA's ASRS site as of July 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.