Narrative:

Cub departed runway 15 ahead of me. I requested from ground a part 93 altitude deviation for crossing the inlet. The tower pointed out the cub to me on my departure from runway 15 and advised me he also was on a chester creek departure. I confirmed with the tower I had the traffic in sight. I had climbed to 1000 ft at the water, the cub still in sight 1/2 mi or more ahead and lower. I was left of his course, in the same direction. I again requested the deviation, this time from tower, and they advised unable due to traffic on the elemdorf final and again pointed the cub out to me, and I advised the tower again that I had the traffic in sight. I descended to comply with the altitude restr and passed the cub on his left and slightly higher. I was probably 500 ft or more to his left and 100 ft higher. I was then passed off to departure control and continued my flight. Probably at that time, I had no idea that I had made any decision that had compromised any safety of flight issue or error of judgement. It was only after I returned to base and was confronted by an angry person, that I was made aware of any problem. The pilot of cub showed up at my place of employment and confronted me in a hostile manner in front of other employees and customers. He came out on the ramp and approached the aircraft and was in my face before I was even completely cleared of the aircraft. He did not want to talk, he wanted to fight. He announced his name and asked for mine several times. I did not give it to him, as he had not yet explained why all the hostility. He then realized he was not getting my name and began to rant about cowboy pilots passing on the left side. I realized nothing I could say would make any difference, and told him if he felt so strongly about it, he should write the incident up. He left. After the angry man left the premises, our office manager at my place of employment called the tower and got a briefing on the event. My perception of the event is that the decisions I made were the best ones I could have made. I am always going to request an altitude deviation to cross the water. I am always going to expect to get the requested deviation. Often it is approved at the shoreline, and not before takeoff, due to the progress or lack of progress of the elemdorf traffic. Traffic issues in this area are often intense with inbound to merrill, lake hood, and elemdorf. Outbound traffic from merrill and lake hood as well. I was on radar, the tower had the traffic in front of me, I had the traffic in front of me in sight, and the inbound traffic to elemdorf in sight. Vigilance to see and avoid is required, and I never intended to lose sight of critical traffic. To attempt to alter my course in the descent would have put the outbound cub out of sight for a time, and the elemdorf traffic as well. To alter my course further left could have moved me into the lake hood segment and into the inbound lane of traffic to merrill though there was none reported. A stinson had departed runway 6, also west bound, before the cub departed runway 15. The stinson, nor the tower had reported the stinson position prior to my instructions to comply with part 93. I did not have the stinson in sight and did not know his position and this was another reason not to deviation from my course. Summary -- I could see and avoid the cub at all times. I passed well clear of the cub, no collision hazard existed.

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Original NASA ASRS Text

Title: A C207 PLT ADMITTED THAT HIS ACTIONS CAUSED AN AIRBORNE CONFLICT WITH DEPING PIPER CUB.

Narrative: CUB DEPARTED RWY 15 AHEAD OF ME. I REQUESTED FROM GND A PART 93 ALTDEV FOR XING THE INLET. THE TWR POINTED OUT THE CUB TO ME ON MY DEP FROM RWY 15 AND ADVISED ME HE ALSO WAS ON A CHESTER CREEK DEP. I CONFIRMED WITH THE TWR I HAD THE TFC IN SIGHT. I HAD CLBED TO 1000 FT AT THE WATER, THE CUB STILL IN SIGHT 1/2 MI OR MORE AHEAD AND LOWER. I WAS LEFT OF HIS COURSE, IN THE SAME DIRECTION. I AGAIN REQUESTED THE DEV, THIS TIME FROM TWR, AND THEY ADVISED UNABLE DUE TO TFC ON THE ELEMDORF FINAL AND AGAIN POINTED THE CUB OUT TO ME, AND I ADVISED THE TWR AGAIN THAT I HAD THE TFC IN SIGHT. I DSNDED TO COMPLY WITH THE ALT RESTR AND PASSED THE CUB ON HIS L AND SLIGHTLY HIGHER. I WAS PROBABLY 500 FT OR MORE TO HIS L AND 100 FT HIGHER. I WAS THEN PASSED OFF TO DEP CTL AND CONTINUED MY FLT. PROBABLY AT THAT TIME, I HAD NO IDEA THAT I HAD MADE ANY DECISION THAT HAD COMPROMISED ANY SAFETY OF FLT ISSUE OR ERROR OF JUDGEMENT. IT WAS ONLY AFTER I RETURNED TO BASE AND WAS CONFRONTED BY AN ANGRY PERSON, THAT I WAS MADE AWARE OF ANY PROB. THE PLT OF CUB SHOWED UP AT MY PLACE OF EMPLOYMENT AND CONFRONTED ME IN A HOSTILE MANNER IN FRONT OF OTHER EMPLOYEES AND CUSTOMERS. HE CAME OUT ON THE RAMP AND APCHED THE ACFT AND WAS IN MY FACE BEFORE I WAS EVEN COMPLETELY CLRED OF THE ACFT. HE DID NOT WANT TO TALK, HE WANTED TO FIGHT. HE ANNOUNCED HIS NAME AND ASKED FOR MINE SEVERAL TIMES. I DID NOT GIVE IT TO HIM, AS HE HAD NOT YET EXPLAINED WHY ALL THE HOSTILITY. HE THEN REALIZED HE WAS NOT GETTING MY NAME AND BEGAN TO RANT ABOUT COWBOY PLTS PASSING ON THE L SIDE. I REALIZED NOTHING I COULD SAY WOULD MAKE ANY DIFFERENCE, AND TOLD HIM IF HE FELT SO STRONGLY ABOUT IT, HE SHOULD WRITE THE INCIDENT UP. HE LEFT. AFTER THE ANGRY MAN LEFT THE PREMISES, OUR OFFICE MGR AT MY PLACE OF EMPLOYMENT CALLED THE TWR AND GOT A BRIEFING ON THE EVENT. MY PERCEPTION OF THE EVENT IS THAT THE DECISIONS I MADE WERE THE BEST ONES I COULD HAVE MADE. I AM ALWAYS GOING TO REQUEST AN ALTDEV TO CROSS THE WATER. I AM ALWAYS GOING TO EXPECT TO GET THE REQUESTED DEV. OFTEN IT IS APPROVED AT THE SHORELINE, AND NOT BEFORE TKOF, DUE TO THE PROGRESS OR LACK OF PROGRESS OF THE ELEMDORF TFC. TFC ISSUES IN THIS AREA ARE OFTEN INTENSE WITH INBOUND TO MERRILL, LAKE HOOD, AND ELEMDORF. OUTBOUND TFC FROM MERRILL AND LAKE HOOD AS WELL. I WAS ON RADAR, THE TWR HAD THE TFC IN FRONT OF ME, I HAD THE TFC IN FRONT OF ME IN SIGHT, AND THE INBOUND TFC TO ELEMDORF IN SIGHT. VIGILANCE TO SEE AND AVOID IS REQUIRED, AND I NEVER INTENDED TO LOSE SIGHT OF CRITICAL TFC. TO ATTEMPT TO ALTER MY COURSE IN THE DSCNT WOULD HAVE PUT THE OUTBOUND CUB OUT OF SIGHT FOR A TIME, AND THE ELEMDORF TFC AS WELL. TO ALTER MY COURSE FURTHER L COULD HAVE MOVED ME INTO THE LAKE HOOD SEGMENT AND INTO THE INBOUND LANE OF TFC TO MERRILL THOUGH THERE WAS NONE RPTED. A STINSON HAD DEPARTED RWY 6, ALSO W BOUND, BEFORE THE CUB DEPARTED RWY 15. THE STINSON, NOR THE TWR HAD RPTED THE STINSON POS PRIOR TO MY INSTRUCTIONS TO COMPLY WITH PART 93. I DID NOT HAVE THE STINSON IN SIGHT AND DID NOT KNOW HIS POS AND THIS WAS ANOTHER REASON NOT TO DEV FROM MY COURSE. SUMMARY -- I COULD SEE AND AVOID THE CUB AT ALL TIMES. I PASSED WELL CLR OF THE CUB, NO COLLISION HAZARD EXISTED.

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.