Narrative:

[I] was flying VFR to [my] final destination. After departing; [I] requested and was provided flight following. After transitioning into travis approach controlled airspace - communicating with travis approach; [I] was handed off to [another] travis approach [controller]. [I] was approximately 20 miles southwest of yolo county airport; travis advised the 'jump area' off yolo to be active and advised a turn 20 degrees to the left from 335 to 315. Then; continuing in flight and when [I] was directly west of yolo; [I] made a request to turn back on course to [my destination]; which was then 336.shortly thereafter; travis approach provided a traffic advisory indicating traffic was one (or two miles - don't recall for sure) at [my] 10 o'clock position; heading the same direction; at the same altitude. [I] spotted traffic and advised traffic was in sight. At that point; traffic appeared to be at an altitude 50-100 feet lower than [me]; and at least one mile away at the 10; moving to 9 o'clock position. As [I] was moving from the other traffic at the 10 o'clock position to the 9 o'clock position; traffic had moved closer and was now directly off the wing at approximately 3/8 to 1/2 miles.while [I] was passing and the other traffic was moving from [my] 9 o'clock position to 7-8 o'clock position; traffic continued to move closer and [I] turned approximately 10 degrees to the right. Traffic passed behind [my] position from 7-6-5 o'clock positions and appeared to pass somewhere between 300-500 feet in horizontal distance behind [me] and about 50-100 feet vertical distance below [me].traffic then reported to travis approach the proximity and closeness; and indicated feeling the wake of [my aircraft]. Travis approach didn't reply to [my] knowledge; as travis handed [me] off to oakland center. [I] reported occurrence to oakland center. Traffic has also been handed off to oakland center and heard the explanation and discussion between oakland center and [me]; and essentially acknowledged concurrence with [me]. Oakland center made both [me] and traffic (reported as a 182) aware of travis approach's telephone number to file a report; and indicated travis approach is a training program for ATC and reports help enhance safety. Both aircraft indicated they would call and make a report with travis approach; and also file [a safety report]. [I] attempted to call the number and received an error message.it was stated in the discussion with oakland control that [I] was heading 336 and [the 182] was heading 351 at first advisory. The proximity circumstance could have likely been avoided if travis approach had not indicated traffic was heading in the same direction when they weren't; but instead were slightly converging; and if travis approach had advised either or both aircraft to turn to headings away from the slowly converging headings.

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Original NASA ASRS Text

Title: Two pilots of single engine aircraft reported an NMAC with each other while in Travis Approach Control airspace.

Narrative: [I] was flying VFR to [my] final destination. After departing; [I] requested and was provided flight following. After transitioning into Travis Approach controlled airspace - communicating with Travis Approach; [I] was handed off to [another] Travis Approach [controller]. [I] was approximately 20 miles southwest of Yolo County airport; Travis advised the 'jump area' off Yolo to be active and advised a turn 20 degrees to the left from 335 to 315. Then; continuing in flight and when [I] was directly west of Yolo; [I] made a request to turn back on course to [my destination]; which was then 336.Shortly thereafter; Travis Approach provided a traffic advisory indicating traffic was one (or two miles - don't recall for sure) at [my] 10 o'clock position; heading the same direction; at the same altitude. [I] spotted traffic and advised traffic was in sight. At that point; traffic appeared to be at an altitude 50-100 feet lower than [me]; and at least one mile away at the 10; moving to 9 o'clock position. As [I] was moving from the other traffic at the 10 o'clock position to the 9 o'clock position; traffic had moved closer and was now directly off the wing at approximately 3/8 to 1/2 miles.While [I] was passing and the other traffic was moving from [my] 9 o'clock position to 7-8 o'clock position; traffic continued to move closer and [I] turned approximately 10 degrees to the right. Traffic passed behind [my] position from 7-6-5 o'clock positions and appeared to pass somewhere between 300-500 feet in horizontal distance behind [me] and about 50-100 feet vertical distance below [me].Traffic then reported to Travis Approach the proximity and closeness; and indicated feeling the wake of [my aircraft]. Travis Approach didn't reply to [my] knowledge; as Travis handed [me] off to Oakland Center. [I] reported occurrence to Oakland Center. Traffic has also been handed off to Oakland Center and heard the explanation and discussion between Oakland Center and [me]; and essentially acknowledged concurrence with [me]. Oakland Center made both [me] and traffic (reported as a 182) aware of Travis Approach's telephone number to file a report; and indicated Travis Approach is a training program for ATC and reports help enhance safety. Both aircraft indicated they would call and make a report with Travis Approach; and also file [a safety report]. [I] attempted to call the number and received an error message.It was stated in the discussion with Oakland Control that [I] was heading 336 and [the 182] was heading 351 at first advisory. The proximity circumstance could have likely been avoided if Travis Approach had not indicated traffic was heading in the same direction when they weren't; but instead were slightly converging; and if Travis Approach had advised either or both aircraft to turn to headings away from the slowly converging headings.

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.