Narrative:

I departed oxr with a right hand departure on a heading of 360 degrees climbing to approximately 2;500 ft. I remained on this heading approximately 4.5 NM. I was in communication with the oxr tower. I received a frequency change approval from oxr tower and changed frequency to szp CTAF. I changed heading to approximately 075 degrees and remained of this heading for approximately 2 NM at 2;500 ft. I heard no incident relevant communication on this frequency. I then changed heading to approximately 098 degrees while beginning a descent to 1;800 ft intercepting the saticoy reporting point approximately .5 NM north. About 20 seconds prior to reaching this position I gave a position report. The report consisted of the following information. 'Santa paula traffic; [aircraft colors] pitts; one thousand eight hundred approaching saticoy bridge; santa paula'. Upon reaching my intended intercept point I began a ~30 degree bank to align with the downwind entry for santa paula runway 22. This is the recommended entry point for traffic arriving from the saticoy reporting point. It should be noted that due to the limited visibility of the pitts (biplane); as a standard procedure I make shallow s-turns at frequent intervals to enhance visibility. Prior to and during this turn I did not see the cherokee. Immediately after completing this turn I heard a garbled radio message for the cherokee that I had passed him within 50 ft. Subsequent to the near-miss the cherokee pilot and I (who I had not met previously) spent a great deal of time discussing what had occurred. He never saw my aircraft; only heard it. During our discussion; an area of concern for me was the cherokee's interpretation of posted arrival procedures. I [have flown out of zsp many times] and have never heard of the procedure he described. We discussed this and I believe the posted arrival procedure posted at the fuel dock and the hangar door is in need of revision. The standard approach used by most all aircraft arriving from cma reporting 'saticoy' is to join the downwind at saticoy and proceed to runway 22 reporting at 'junkyard' then 'golf course.' a recently installed video camera in the cherokee captured the events minutes before and during the encounter as seen from the cherokee. I had a discussion of the encounter with my brother (pilot; based nearby) suggesting I always monitor cma (airport which handed off cherokee) and listen for departing aircraft; a procedure which he uses. If I had done so I might have heard the cherokee frequency change alerting me to possible aircraft in the vicinity of saticoy. I will use this procedure going forward.

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Original NASA ASRS Text

Title: The anatomy of an NMAC near SZP as reported by the two pilots involved.

Narrative: I departed OXR with a right hand departure on a heading of 360 degrees climbing to approximately 2;500 FT. I remained on this heading approximately 4.5 NM. I was in communication with the OXR Tower. I received a frequency change approval from OXR Tower and changed frequency to SZP CTAF. I changed heading to approximately 075 degrees and remained of this heading for approximately 2 NM at 2;500 FT. I heard no incident relevant communication on this frequency. I then changed heading to approximately 098 degrees while beginning a descent to 1;800 FT intercepting the SATICOY reporting point approximately .5 NM north. About 20 seconds prior to reaching this position I gave a position report. The report consisted of the following information. 'Santa Paula Traffic; [aircraft colors] Pitts; One thousand eight hundred approaching Saticoy bridge; Santa Paula'. Upon reaching my intended intercept point I began a ~30 degree bank to align with the downwind entry for Santa Paula Runway 22. This is the recommended entry point for traffic arriving from the SATICOY reporting point. It should be noted that due to the limited visibility of the Pitts (biplane); as a standard procedure I make shallow S-Turns at frequent intervals to enhance visibility. Prior to and during this turn I did not see the Cherokee. Immediately after completing this turn I heard a garbled radio message for the Cherokee that I had passed him within 50 FT. Subsequent to the near-miss the Cherokee pilot and I (who I had not met previously) spent a great deal of time discussing what had occurred. He never saw my aircraft; only heard it. During our discussion; an area of concern for me was the Cherokee's interpretation of posted arrival procedures. I [have flown out of ZSP many times] and have never heard of the procedure he described. We discussed this and I believe the posted arrival procedure posted at the fuel dock and the hangar door is in need of revision. The standard approach used by most all aircraft arriving from CMA reporting 'SATICOY' is to join the downwind at SATICOY and proceed to RWY 22 reporting at 'JUNKYARD' then 'GOLF COURSE.' A recently installed video camera in the Cherokee captured the events minutes before and during the encounter as seen from the Cherokee. I had a discussion of the encounter with my brother (pilot; based nearby) suggesting I always monitor CMA (airport which handed off Cherokee) and listen for departing aircraft; a procedure which he uses. If I had done so I might have heard the Cherokee frequency change alerting me to possible aircraft in the vicinity of Saticoy. I will use this procedure going forward.

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.