Narrative:

I had taken off from kmmu. Prior to takeoff; I had informed morristown ground of my request: take off mmu; proceed to ewr direct; transition class B airspace to the statue of liberty; remain in the class B up the hudson river. I have performed this routing at least 4 times prior to this instance without incident. Morristown tower handed me off to newark tower. I believe at that point ewr tower told me to remain clear of the new york class B. My altitude was 1;500 feet MSL; and I had adjusted to ewr's altimeter setting. I was approximately 7 NM out on a 270 radial from the ewr tower; essentially perpendicular to the main runway alignment. I was given a bravo clearance and told to aim for the ewr tower. From this point on; I would usually be given vectors to overfly the approach end of the runway in use and proceed towards the statue (this is located midfield). However; this is where this occurrence deviated from what I was used to. I was told to proceed south at approximately 3 NM out; now parallel to the main runway alignment. When I was abeam the runway 4 numbers; the tower instructed me to 'proceed on course; overfly the 22 numbers and remain south of the newark ATC tower. This has been my first flight in 60 day; so while not overwhelmed; I was still 'knocking the rust off a bit'. This airspace is complex; but having done this flight multiple times previously; I had no reason to think this was too much to handle. So when I heard this instruction; my mind interpolated this information; I was already abeam the runway 4 numbers; and the instruction was to 'remain south of the newark tower'. I interpreted; based on where the controller had me fly to and the instruction 'stay south of the tower' that I was on the correct flight path. Further; there was no other local traffic other than arrivals and departures to the field; so I figured there was no reason for ATC to have me divert this far south just to fly north again. Based on this; I set up to cross over what I had assumed was the runway 22 numbers but was actually the runway 4 numbers. At 1 NM out on this path; the controller of course instructed me to turn left and reiterated I was to fly over the 22 numbers. At the same moment; I began to have some squelch issues with my headset. In this time; the controller turned me back to the north (180 turn) and I then became reoriented and realized what exactly he wanted me to do. I flew north past the tower and began to turn to cross over the runway 22 number. I had the numbers visually and aligned toward them; but the controller said; 'you have to fly by my rules if you want to use my airspace; sir'. I was perplexed and now disoriented because I had to unscramble his instruction; and then when I finally did; he still corrected me. He told me to run back out to the west of the field and we would try this again. He instructed me to remain 'at or below 1500' which I thought was an odd request considering there was a heavy commercial traffic arriving and departing the field. There was some moderate chop; so I decided to stay at 1;300 as to give myself some room in case I hit some updrafts in order to respect his altitude instruction. Again; I was now reoriented to cross the runway 22 number; he cleared me to do so. Overhead the field; he told me that my altitude indicated 1;200 and that if I wanted to fly in his airspace I need to learn how to keep altitude. I responded with a compliant; 'yes sir' so as to not trigger any spiteful action like rerouting or even investigation; as I felt that wasn't too far away. Just before I was handed off to lga tower; I heard a similar incident transpire in which this controller was having an interpersonal issue with what I believe was a helo doing some photo work. This controller was disorientingly unclear in his instruction which he followed up with curt ambiguous reprimand. I have never had this problem before and have performed this same route at various time of day with various traffic flow and have never experienced this. I couldn't help but feel that the routing to the south of the field only to proceed north again then make a 35 degree bank to shoot his desired track of between runway 11-29 and the tower was just an action to discourage VFR traffic and make it known I was not welcome. I am fully aware that transition service and overflight are provided on a workload permitting basis; so just turn me away instead of posing obstacles meant to give me a bad experience. Having said that; I should have inquired further and double checked the runways to ensure what the controller said was accurate. Even if I felt like I was an intrusion; I should have taken the time to verify all facts with an ambiguous request. From now on; I will always double check a controller's instructions and make sure they are coherent. Trust; but verify.

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Original NASA ASRS Text

Title: C172 pilot planning a VFR flight over EWR and through the Class B; reported receiving confusing instructions from EWR Tower; and a reprimand when they are not correctly followed.

Narrative: I had taken off from KMMU. Prior to takeoff; I had informed Morristown Ground of my request: Take off MMU; proceed to EWR direct; transition Class B airspace to the Statue of Liberty; remain in the Class B up the Hudson River. I have performed this routing at least 4 times prior to this instance without incident. Morristown Tower handed me off to Newark Tower. I believe at that point EWR Tower told me to remain clear of the New York Class B. My altitude was 1;500 feet MSL; and I had adjusted to EWR's Altimeter Setting. I was approximately 7 NM out on a 270 radial from the EWR tower; essentially perpendicular to the main runway alignment. I was given a Bravo clearance and told to aim for the EWR Tower. From this point on; I would usually be given Vectors to overfly the approach end of the Runway in use and proceed towards the Statue (this is located midfield). However; this is where this occurrence deviated from what I was used to. I was told to proceed South at approximately 3 NM out; now parallel to the main Runway alignment. When I was abeam the Runway 4 numbers; the Tower instructed me to 'Proceed on Course; overfly the 22 Numbers and remain South of the Newark ATC Tower. This has been my first flight in 60 day; so while not overwhelmed; I was still 'knocking the rust off a bit'. This airspace is complex; but having done this flight multiple times previously; I had no reason to think this was too much to handle. So when I heard this instruction; my mind interpolated this information; I was already abeam the Runway 4 numbers; and the instruction was to 'remain South of the Newark tower'. I interpreted; based on where the Controller had me fly to and the instruction 'stay south of the tower' that I was on the correct flight path. Further; there was no other Local traffic other than arrivals and departures to the field; so I figured there was no reason for ATC to have me divert this far south just to fly north again. Based on this; I set up to cross over what I had assumed was the RWY 22 numbers but was actually the RWY 4 numbers. At 1 NM out on this path; the controller of course instructed me to turn Left and reiterated I was to fly over the 22 Numbers. At the same moment; I began to have some squelch issues with my headset. In this time; the controller turned me back to the North (180 turn) and I then became reoriented and realized what exactly he wanted me to do. I flew north past the tower and began to turn to cross over the RWY 22 number. I had the numbers visually and aligned toward them; but the controller said; 'You have to fly by my rules if you want to use my airspace; sir'. I was perplexed and now disoriented because I had to unscramble his instruction; and then when I finally did; he still corrected me. He told me to run back out to the west of the field and we would try this again. He instructed me to remain 'At or Below 1500' which I thought was an odd request considering there was a heavy commercial traffic arriving and departing the field. There was some moderate chop; so I decided to stay at 1;300 as to give myself some room in case I hit some updrafts in order to respect his altitude instruction. Again; I was now reoriented to cross the RWY 22 number; he cleared me to do so. Overhead the field; he told me that my altitude indicated 1;200 and that if I wanted to fly in his airspace I need to learn how to keep Altitude. I responded with a compliant; 'yes sir' so as to not trigger any spiteful action like rerouting or even investigation; as I felt that wasn't too far away. Just before I was handed off to LGA tower; I heard a similar incident transpire in which this controller was having an interpersonal issue with what I believe was a helo doing some photo work. This controller was disorientingly unclear in his instruction which he followed up with curt ambiguous reprimand. I have never had this problem before and have performed this same route at various time of day with various traffic flow and have never experienced this. I couldn't help but feel that the routing to the south of the field only to proceed North again then make a 35 degree bank to shoot his desired track of between Runway 11-29 and the tower was just an action to discourage VFR traffic and make it known I was not welcome. I am fully aware that Transition service and overflight are provided on a workload permitting basis; so just turn me away instead of posing obstacles meant to give me a bad experience. Having said that; I should have inquired further and double checked the runways to ensure what the controller said was accurate. Even if I felt like I was an intrusion; I should have taken the time to verify all facts with an ambiguous request. From now on; I will always double check a controller's instructions and make sure they are coherent. Trust; but verify.

Data retrieved from NASA's ASRS site 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.