|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||atc facility : teb|
|Altitude||msl bound lower : 3000|
msl bound upper : 3000
|Controlling Facilities||tracon : n90|
|Operator||general aviation : personal|
|Make Model Name||Small Transport, Low Wing, 2 Recip Eng|
|Flight Phase||climbout : intermediate altitude|
|Function||oversight : pic|
|Qualification||pilot : instrument|
pilot : commercial
|Experience||flight time last 90 days : 30|
flight time total : 1975
flight time type : 30
|Function||controller : local|
|Qualification||controller : non radar|
|Anomaly||non adherence : far|
other anomaly other
|Independent Detector||other controllera|
other flight crewa
|Resolutory Action||none taken : anomaly accepted|
|Miss Distance||horizontal : 5280|
vertical : 1000
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
5/88, approximately pm. I contacted ground control at teterboro, nj, for taxi-in was advised to contact clearance on 128.05. After clearance I was instructed to taxi for bravo 19 departure. After I made my run up I advised departure that I was requesting that after takeoff that I wanted to intersect V214 southwest to yardley VOR. I was asked if I had information golf, which I acknowledged, but that I didn't get the frequency number. I was advised that it was 128.2 as best as I remember. At this time is when I was issued transponder code aqxz I think. I was cleared for takeoff and I climbed to 800' on runway heading then turned to heading of 280 degree. (On my navigation log I had noted 10 DME to clear 70/15 TCA) between 5-6 mi after my initial turn on 280 degrees, I was advised to resume on course and normal navigation (being I was still inside the TCA, I assumed that I had been cleared as per my request for V214 south to yardley and I started a left turn and climb). I acknowledged and advised controller that I was requesting radar surveillance. I was instructed to contact ny approach on 128.55. Before I could get through to controller on 128.55, I observed an aircraft on my far right that was approximately 2000' higher and eastbound. I increased my turn to approximately 220 degrees to further the sep and continued toward my intended course as aircraft was not close enough to be a factor (in fact it was not close enough to confirm that it was a jet as I found out later). When controller answered my transmission (I think this is the point that I was issued transponder code aqaq), I was advised that the aircraft I observed was an air carrier jet bound for ewr and that the pilot had stated that he had to take evasive action!!! The aircraft was never closer than 1000' vertical and 1 mi horizontal from me. After a few moments that controller said that he had to give me a phone # to call when I reached base and that I should talk to his supervisor as there was a report being filed by the air carrier pilot. Shortly afterwards I was advised that I was out of his radar range and that I should contact phl approach in approximately 20 mi. When I contacted phl approach I was advised that I could not transition the phl TCA as I was not transmitting on mode C. (At no time while I was in contact with ny approach was my mode C transponder even questioned.) immediately after landing I phoned the number that the controller had given me and I talked to mr. XXX who advised me the air carrier pilot had filed a report and that he had observed me 8 mi inside the TCA at 3000'. I was also asked and I gave him my full name, address, phone number and pilot certificate #. In 12/87 my aircraft had transponder certificate test as per 91.172 and certified ok. In 5/88 I had my aircraft checked again, and was informed everything was working properly. My personal analysis of this event: I was in error in assuming that the controller had cleared me to V214 when he told me to resume on course and normal navigation. The controller was in error when he gave me above instructions while I was still in the TCA, leading me to believe that I had been cleared to V214. If occasion should happen again, I will question the controller, if I am being cleared as per request (as in this case to V214) from this point. Also, if at any time that the controllers are not receiving mode C transmission, I feel the pilot should be immediately notified so corrective action can be taken.
Original NASA ASRS Text
Title: ENTERED TCA ON CLIMBOUT.
Narrative: 5/88, APPROX PM. I CONTACTED GND CTL AT TETERBORO, NJ, FOR TAXI-IN WAS ADVISED TO CONTACT CLRNC ON 128.05. AFTER CLRNC I WAS INSTRUCTED TO TAXI FOR BRAVO 19 DEP. AFTER I MADE MY RUN UP I ADVISED DEP THAT I WAS REQUESTING THAT AFTER TKOF THAT I WANTED TO INTERSECT V214 SW TO YARDLEY VOR. I WAS ASKED IF I HAD INFO GOLF, WHICH I ACKNOWLEDGED, BUT THAT I DIDN'T GET THE FREQ NUMBER. I WAS ADVISED THAT IT WAS 128.2 AS BEST AS I REMEMBER. AT THIS TIME IS WHEN I WAS ISSUED XPONDER CODE AQXZ I THINK. I WAS CLRED FOR TKOF AND I CLBED TO 800' ON RWY HDG THEN TURNED TO HDG OF 280 DEG. (ON MY NAV LOG I HAD NOTED 10 DME TO CLR 70/15 TCA) BTWN 5-6 MI AFTER MY INITIAL TURN ON 280 DEGS, I WAS ADVISED TO RESUME ON COURSE AND NORMAL NAV (BEING I WAS STILL INSIDE THE TCA, I ASSUMED THAT I HAD BEEN CLRED AS PER MY REQUEST FOR V214 S TO YARDLEY AND I STARTED A LEFT TURN AND CLB). I ACKNOWLEDGED AND ADVISED CTLR THAT I WAS REQUESTING RADAR SURVEILLANCE. I WAS INSTRUCTED TO CONTACT NY APCH ON 128.55. BEFORE I COULD GET THROUGH TO CTLR ON 128.55, I OBSERVED AN ACFT ON MY FAR RIGHT THAT WAS APPROX 2000' HIGHER AND EBND. I INCREASED MY TURN TO APPROX 220 DEGS TO FURTHER THE SEP AND CONTINUED TOWARD MY INTENDED COURSE AS ACFT WAS NOT CLOSE ENOUGH TO BE A FACTOR (IN FACT IT WAS NOT CLOSE ENOUGH TO CONFIRM THAT IT WAS A JET AS I FOUND OUT LATER). WHEN CTLR ANSWERED MY XMISSION (I THINK THIS IS THE POINT THAT I WAS ISSUED XPONDER CODE AQAQ), I WAS ADVISED THAT THE ACFT I OBSERVED WAS AN ACR JET BOUND FOR EWR AND THAT THE PLT HAD STATED THAT HE HAD TO TAKE EVASIVE ACTION!!! THE ACFT WAS NEVER CLOSER THAN 1000' VERT AND 1 MI HORIZ FROM ME. AFTER A FEW MOMENTS THAT CTLR SAID THAT HE HAD TO GIVE ME A PHONE # TO CALL WHEN I REACHED BASE AND THAT I SHOULD TALK TO HIS SUPVR AS THERE WAS A RPT BEING FILED BY THE ACR PLT. SHORTLY AFTERWARDS I WAS ADVISED THAT I WAS OUT OF HIS RADAR RANGE AND THAT I SHOULD CONTACT PHL APCH IN APPROX 20 MI. WHEN I CONTACTED PHL APCH I WAS ADVISED THAT I COULD NOT TRANSITION THE PHL TCA AS I WAS NOT XMITTING ON MODE C. (AT NO TIME WHILE I WAS IN CONTACT WITH NY APCH WAS MY MODE C XPONDER EVEN QUESTIONED.) IMMEDIATELY AFTER LNDG I PHONED THE NUMBER THAT THE CTLR HAD GIVEN ME AND I TALKED TO MR. XXX WHO ADVISED ME THE ACR PLT HAD FILED A RPT AND THAT HE HAD OBSERVED ME 8 MI INSIDE THE TCA AT 3000'. I WAS ALSO ASKED AND I GAVE HIM MY FULL NAME, ADDRESS, PHONE NUMBER AND PLT CERTIFICATE #. IN 12/87 MY ACFT HAD XPONDER CERTIFICATE TEST AS PER 91.172 AND CERTIFIED OK. IN 5/88 I HAD MY ACFT CHKED AGAIN, AND WAS INFORMED EVERYTHING WAS WORKING PROPERLY. MY PERSONAL ANALYSIS OF THIS EVENT: I WAS IN ERROR IN ASSUMING THAT THE CTLR HAD CLRED ME TO V214 WHEN HE TOLD ME TO RESUME ON COURSE AND NORMAL NAV. THE CTLR WAS IN ERROR WHEN HE GAVE ME ABOVE INSTRUCTIONS WHILE I WAS STILL IN THE TCA, LEADING ME TO BELIEVE THAT I HAD BEEN CLRED TO V214. IF OCCASION SHOULD HAPPEN AGAIN, I WILL QUESTION THE CTLR, IF I AM BEING CLRED AS PER REQUEST (AS IN THIS CASE TO V214) FROM THIS POINT. ALSO, IF AT ANY TIME THAT THE CTLRS ARE NOT RECEIVING MODE C XMISSION, I FEEL THE PLT SHOULD BE IMMEDIATELY NOTIFIED SO CORRECTIVE ACTION CAN BE TAKEN.
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.