Narrative:

6 was on a VFR flight plan from santa flight engineer, NM (saf) to meacham field, ft worth, tx (dtw) via V278 bpr direct ftw at 7500 MSL. I had VFR flight following to approximately 10 mi northwest bpr. At that point flight following was terminated and I was advised to contact regional approach control. I passed over bpr VOR and changed heading direct to ftw (132 degree). Due to heavy radio traffic, contact with approach control was not established until about 5 mi southeast bpr VOR. I advised approach control of my position and intentions, and received and implemented new transponder code. Approach control then advised 'radar contact established, maintain heading and altitude.' continued heavy radio traffic made it difficult to contact approach control, and as my position neared TCA boundary as determined by ground reference, I slowed to 100 KTS, maintaining course and altitude. At that point, approach control asked if I knew where the TCA was, and I responded affirmatively. He said I had already entered the TCA without clearance. By ground reference, it is quite possible that I did, in fact, penetrate the TCA. If so, it was by the slightest of margins. Nonetheless, a potential problem did exist. One factor which could possibly help avoid situations as described above would be a direct handoff from the center which was providing VFR flight following to the approach control. This would eliminate the need for changing transponder codes to 1200 then back to a new assignment, and more importantly, eliminate the gap in time and distance when the pilot is not in contact with a radar controller. It would seem that this method would enhance the safe handling of VFR traffic in congested areas. If the aircraft is mode C equipped, and already 'in the system', why not handle it like IFR traffic?

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Original NASA ASRS Text

Title: SMA INADVERTENTLY ENTERS ARSA BEFORE ESTABLISHING SOLID CONTACT WITH ATC.

Narrative: 6 WAS ON A VFR FLT PLAN FROM SANTA FE, NM (SAF) TO MEACHAM FIELD, FT WORTH, TX (DTW) VIA V278 BPR DIRECT FTW AT 7500 MSL. I HAD VFR FLT FOLLOWING TO APPROX 10 MI NW BPR. AT THAT POINT FLT FOLLOWING WAS TERMINATED AND I WAS ADVISED TO CONTACT REGIONAL APCH CTL. I PASSED OVER BPR VOR AND CHANGED HDG DIRECT TO FTW (132 DEG). DUE TO HEAVY RADIO TFC, CONTACT WITH APCH CTL WAS NOT ESTABLISHED UNTIL ABOUT 5 MI SE BPR VOR. I ADVISED APCH CTL OF MY POSITION AND INTENTIONS, AND RECEIVED AND IMPLEMENTED NEW XPONDER CODE. APCH CTL THEN ADVISED 'RADAR CONTACT ESTABLISHED, MAINTAIN HDG AND ALT.' CONTINUED HEAVY RADIO TFC MADE IT DIFFICULT TO CONTACT APCH CTL, AND AS MY POSITION NEARED TCA BOUNDARY AS DETERMINED BY GND REFERENCE, I SLOWED TO 100 KTS, MAINTAINING COURSE AND ALT. AT THAT POINT, APCH CTL ASKED IF I KNEW WHERE THE TCA WAS, AND I RESPONDED AFFIRMATIVELY. HE SAID I HAD ALREADY ENTERED THE TCA WITHOUT CLRNC. BY GND REFERENCE, IT IS QUITE POSSIBLE THAT I DID, IN FACT, PENETRATE THE TCA. IF SO, IT WAS BY THE SLIGHTEST OF MARGINS. NONETHELESS, A POTENTIAL PROBLEM DID EXIST. ONE FACTOR WHICH COULD POSSIBLY HELP AVOID SITUATIONS AS DESCRIBED ABOVE WOULD BE A DIRECT HANDOFF FROM THE CENTER WHICH WAS PROVIDING VFR FLT FOLLOWING TO THE APCH CTL. THIS WOULD ELIMINATE THE NEED FOR CHANGING XPONDER CODES TO 1200 THEN BACK TO A NEW ASSIGNMENT, AND MORE IMPORTANTLY, ELIMINATE THE GAP IN TIME AND DISTANCE WHEN THE PLT IS NOT IN CONTACT WITH A RADAR CTLR. IT WOULD SEEM THAT THIS METHOD WOULD ENHANCE THE SAFE HANDLING OF VFR TFC IN CONGESTED AREAS. IF THE ACFT IS MODE C EQUIPPED, AND ALREADY 'IN THE SYSTEM', WHY NOT HANDLE IT LIKE IFR TFC?

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.