SR22 pilot descending into hpn from the east experiences a conflict with a crj climbing from behind....

Narrative:

I was returning to hpn from a VFR training flight. I was descending through 4;500 ft to pattern altitude (1;500 ft). The standard procedure when arriving VFR to hpn is to contact new york approach; and I typically do this over bdr at 4;500 ft. When I did so today; the controller told me that he was unable to provide services for another few miles; and that I could contact approach on 124.07 if I wanted flight following. Because I had less than two minutes of flying time before I would enter his airspace; I chose to monitor the frequency instead of changing to 124.07 and almost immediately changing back. About one minute later; the controller advised a regional jet that he had traffic 300 ft above him and 12 o'clock; descending. I stopped my descent began to look for this traffic. Almost simultaneously; the rj suddenly appeared from behind; about 2;000 ft off my left wing and slightly below me. I listened to the rj crew advise TRACON that they had just received a TCAS RA and were taking evasive action. I maintained visual separation while the rj turned away. The controller then asked me if I had gotten a good look at the rj that I had almost descended into. I replied that he had overtaken me from behind and I was unable to see him until he was abeam my wing and had received his TCAS RA.I believe that this chain of events could have been easily avoided if the controller had given me a squawk code and provided flight following on my initial call up. I have flown VFR into this airport many times; and this is the first time that a controller on this frequency has been unable to provide services. (When I fly IFR into this airport; I am often given a frequency change over bdr.) he could have then advised me that I had traffic below and overtaking me. I think that situational awareness possibly prevented a mid-air collision: had I not been monitoring the frequency; I would not have heard the controller call traffic to the rj and would not have known to arrest my descent.

Original NASA ASRS Text

Title: SR22 pilot descending into HPN from the east experiences a conflict with a CRJ climbing from behind. ATC assistance had been requested one minute prior over BDR and the reporter was instructed to call a different Controller.

Narrative: I was returning to HPN from a VFR training flight. I was descending through 4;500 FT to pattern altitude (1;500 FT). The standard procedure when arriving VFR to HPN is to contact New York Approach; and I typically do this over BDR at 4;500 FT. When I did so today; the Controller told me that he was unable to provide services for another few miles; and that I could contact Approach on 124.07 if I wanted flight following. Because I had less than two minutes of flying time before I would enter his airspace; I chose to monitor the frequency instead of changing to 124.07 and almost immediately changing back. About one minute later; the Controller advised a regional jet that he had traffic 300 FT above him and 12 o'clock; descending. I stopped my descent began to look for this traffic. Almost simultaneously; the RJ suddenly appeared from behind; about 2;000 FT off my left wing and slightly below me. I listened to the RJ crew advise TRACON that they had just received a TCAS RA and were taking evasive action. I maintained visual separation while the RJ turned away. The Controller then asked me if I had gotten a good look at the RJ that I had almost descended into. I replied that he had overtaken me from behind and I was unable to see him until he was abeam my wing and had received his TCAS RA.I believe that this chain of events could have been easily avoided if the Controller had given me a squawk code and provided flight following on my initial call up. I have flown VFR into this airport many times; and this is the first time that a Controller on this frequency has been unable to provide services. (When I fly IFR into this airport; I am often given a frequency change over BDR.) He could have then advised me that I had traffic below and overtaking me. I think that situational awareness possibly prevented a mid-air collision: Had I not been monitoring the frequency; I would not have heard the controller call traffic to the RJ and would not have known to arrest my descent.

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.

Attributes
ACN	995052
Time
Date	201202
Local Time Of Day	0601-1200
Place
Locale Reference	HPN.Airport
State Reference	NY
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Make Model Name	SR22
Operating Under FAR Part	Part 91
Flight Phase	Descent
Route In Use	Direct
Flight Plan	None
Aircraft 2
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 125
Flight Phase	Descent
Route In Use	Vectors
Flight Plan	IFR
Person 1
Function	Single Pilot
Qualification	Flight Crew Commercial Flight Crew Multiengine
Experience	Flight Crew Last 90 Days 25 Flight Crew Total 950 Flight Crew Type 500
Events
Anomaly	ATC Issue All Types Conflict Airborne Conflict
Miss Distance	Horizontal 2000 Vertical 300

SR22 pilot descending into hpn from the east experiences a conflict with a crj climbing from behind. ATC assistance had been requested one minute prior over bdr and the reporter was instructed to call a different controller.