GA small transport unauthorized penetration of lax TCA.

Attributes
ACN	109640
Time
Date	198904
Day	Sat
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : lgb
State Reference	CA
Altitude	msl bound lower : 4000 msl bound upper : 4000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zla tracon : lax
Operator	general aviation : personal
Make Model Name	Small Transport, Low Wing, 2 Recip Eng
Flight Phase	climbout : intermediate altitude
Flight Plan	VFR
Person 1
Affiliation	Other
Function	flight crew : single pilot
Qualification	pilot : private pilot : instrument
Experience	flight time last 90 days : 67 flight time total : 685 flight time type : 235
ASRS Report	109640
Person 2
Affiliation	government : faa
Function	controller : radar
Qualification	controller : radar
Events
Anomaly	aircraft equipment problem : less severe non adherence : far other anomaly other
Independent Detector	other controllera
Resolutory Action	none taken : anomaly accepted none taken : detected after the fact none taken : unable
Consequence	faa : reviewed incident with flight crew faa : investigated
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Upon departure off torrance airport I noticed a fluctuation in power of the left engine. With passenger aboard, I calmly tried to identify and correct the problem. Upon doing so I kept my head buried in the cockpit, reading the gauges and adjusting mixture suspecting magneto or fuel flow problems. I decided to stay close to lgb in case a landing was necessary and attempting to contact ZLA for a TCA clearance. I noticed that I had strayed to the northwest, possibly in conflict with the la TCA, then turning to the southeast to deviate course. Flying southeast the problem was cured temporarily, for the next day I found out by an inspecting mechanic that I had a loose spark plug and disconnected intake airflow hose on the left engine and an oil fouled plug on the right engine. After the problem was adjusted I assumed I was far enough south to miss the TCA, but evidently clipped the TCA again. Trying to fly a wounded aircraft, maintain sep from the TCA and unsuccessfully communicating with ZLA proved to be too much for the pilot. I am awaiting contact from the FAA after talking to ZLA for possible certificate action. My suggestion to other pilots is to get that invaluable clearance from ATC prior to departure lest an unfortunate situation smite you in the face. Fly the plane, cure the problem and communicate was my teaching, but sometimes that may lead to trouble. Position knowledge at all times should be attributed to training because the FAA isn't always understanding.

Original NASA ASRS Text

Title: GA SMT UNAUTH PENETRATION OF LAX TCA.

Narrative: UPON DEP OFF TORRANCE ARPT I NOTICED A FLUCTUATION IN PWR OF THE LEFT ENG. WITH PAX ABOARD, I CALMLY TRIED TO IDENT AND CORRECT THE PROB. UPON DOING SO I KEPT MY HEAD BURIED IN THE COCKPIT, READING THE GAUGES AND ADJUSTING MIXTURE SUSPECTING MAGNETO OR FUEL FLOW PROBS. I DECIDED TO STAY CLOSE TO LGB IN CASE A LNDG WAS NECESSARY AND ATTEMPTING TO CONTACT ZLA FOR A TCA CLRNC. I NOTICED THAT I HAD STRAYED TO THE NW, POSSIBLY IN CONFLICT WITH THE LA TCA, THEN TURNING TO THE SE TO DEVIATE COURSE. FLYING SE THE PROB WAS CURED TEMPORARILY, FOR THE NEXT DAY I FOUND OUT BY AN INSPECTING MECH THAT I HAD A LOOSE SPARK PLUG AND DISCONNECTED INTAKE AIRFLOW HOSE ON THE LEFT ENG AND AN OIL FOULED PLUG ON THE RIGHT ENG. AFTER THE PROB WAS ADJUSTED I ASSUMED I WAS FAR ENOUGH S TO MISS THE TCA, BUT EVIDENTLY CLIPPED THE TCA AGAIN. TRYING TO FLY A WOUNDED ACFT, MAINTAIN SEP FROM THE TCA AND UNSUCCESSFULLY COMMUNICATING WITH ZLA PROVED TO BE TOO MUCH FOR THE PLT. I AM AWAITING CONTACT FROM THE FAA AFTER TALKING TO ZLA FOR POSSIBLE CERTIFICATE ACTION. MY SUGGESTION TO OTHER PLTS IS TO GET THAT INVALUABLE CLRNC FROM ATC PRIOR TO DEP LEST AN UNFORTUNATE SITUATION SMITE YOU IN THE FACE. FLY THE PLANE, CURE THE PROB AND COMMUNICATE WAS MY TEACHING, BUT SOMETIMES THAT MAY LEAD TO TROUBLE. POS KNOWLEDGE AT ALL TIMES SHOULD BE ATTRIBUTED TO TRNING BECAUSE THE FAA ISN'T ALWAYS UNDERSTANDING.

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.