Narrative:

Departing bremerton XA20 landing runway 19 on an IFR clearance. On the ground at pwt, I listened to the bfi ATIS then the local AWOS and called seattle for an IFR clearance. I was instructed to contact departure 120.1 in the air, left turn to 100 degrees, maintain 2000 ft. I kept communication #2 on 120.1 and switched to communication #1 123.05 (local). I announced my intentions. I monitored the 123.05, never heard any reply. I scanned the area and taxied onto runway 19., announced my takeoff with a left turnout. As I was climbing through 1000 ft, I began the left turn and switched to communication #2 (while continuously monitoring communication #1). ATC said 'radar contact, maintain 3000 ft.' as I was climbing through 1500 ft heading 100 degrees, ATC called traffic 1 mi, 2 O'clock position, 1700 ft. I was about 200 ft from entering clouds, but I told them I saw the traffic. The aircraft appeared to be at my altitude and descending. ATC told me to maneuver as required. I determined that since I was climbing at greater than 1000 FPM, and they were descending, it would be best to continue. As I entered the clouds approximately 1700 ft MSL, I saw the other aircraft go just behind and what appeared to be more than 500 ft below me. I was IMC only a moment later. I told ATC the traffic cleared below. A moment later I heard the aircraft call downwind, then base and final. Fortunately, due to the controller's vigilance and my good climb rate, we were able to avoid a conflict. However, I think it must be stressed that though an airport is uncontrolled, there can still be a mix of IFR and VFR busy traffic. VFR traffic must understand that talking on the radio can save lives. Please call 10 mi out, then 5 mi with intentions. And comply with cloud clearance requirements. IFR traffic must assume that other aircraft are operating with no radio, and be extremely vigilance.

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Original NASA ASRS Text

Title: TRISLANDER CREW HAD AN NMAC IN S46 CLASS E AIRSPACE IN IMC WITH AN ACFT NOT ON AN IFR FLT PLAN.

Narrative: DEPARTING BREMERTON XA20 LNDG RWY 19 ON AN IFR CLRNC. ON THE GND AT PWT, I LISTENED TO THE BFI ATIS THEN THE LCL AWOS AND CALLED SEATTLE FOR AN IFR CLRNC. I WAS INSTRUCTED TO CONTACT DEP 120.1 IN THE AIR, L TURN TO 100 DEGS, MAINTAIN 2000 FT. I KEPT COM #2 ON 120.1 AND SWITCHED TO COM #1 123.05 (LCL). I ANNOUNCED MY INTENTIONS. I MONITORED THE 123.05, NEVER HEARD ANY REPLY. I SCANNED THE AREA AND TAXIED ONTO RWY 19., ANNOUNCED MY TKOF WITH A L TURNOUT. AS I WAS CLBING THROUGH 1000 FT, I BEGAN THE L TURN AND SWITCHED TO COM #2 (WHILE CONTINUOUSLY MONITORING COM #1). ATC SAID 'RADAR CONTACT, MAINTAIN 3000 FT.' AS I WAS CLBING THROUGH 1500 FT HDG 100 DEGS, ATC CALLED TFC 1 MI, 2 O'CLOCK POS, 1700 FT. I WAS ABOUT 200 FT FROM ENTERING CLOUDS, BUT I TOLD THEM I SAW THE TFC. THE ACFT APPEARED TO BE AT MY ALT AND DSNDING. ATC TOLD ME TO MANEUVER AS REQUIRED. I DETERMINED THAT SINCE I WAS CLBING AT GREATER THAN 1000 FPM, AND THEY WERE DSNDING, IT WOULD BE BEST TO CONTINUE. AS I ENTERED THE CLOUDS APPROX 1700 FT MSL, I SAW THE OTHER ACFT GO JUST BEHIND AND WHAT APPEARED TO BE MORE THAN 500 FT BELOW ME. I WAS IMC ONLY A MOMENT LATER. I TOLD ATC THE TFC CLRED BELOW. A MOMENT LATER I HEARD THE ACFT CALL DOWNWIND, THEN BASE AND FINAL. FORTUNATELY, DUE TO THE CTLR'S VIGILANCE AND MY GOOD CLB RATE, WE WERE ABLE TO AVOID A CONFLICT. HOWEVER, I THINK IT MUST BE STRESSED THAT THOUGH AN ARPT IS UNCTLED, THERE CAN STILL BE A MIX OF IFR AND VFR BUSY TFC. VFR TFC MUST UNDERSTAND THAT TALKING ON THE RADIO CAN SAVE LIVES. PLEASE CALL 10 MI OUT, THEN 5 MI WITH INTENTIONS. AND COMPLY WITH CLOUD CLRNC REQUIREMENTS. IFR TFC MUST ASSUME THAT OTHER ACFT ARE OPERATING WITH NO RADIO, AND BE EXTREMELY VIGILANCE.

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.