Narrative:

I needed to divert en-route for a restroom stop for my young child. When this need became evident; I was at 11;500 feet headed towards the [class B airspace]. It was not an emergency diversion and did not seem practical to descend 11;000 feet feet prior to [fix]; so after confirming that 25 minutes would be ok; I decided to head for [the airport].dialed up [airport] approach eventually handed off to a TRACON controller (can't readily find the recording) and negotiated a bravo clearance at 5;500 feet; direct [ZZZZ] depart on 070 degree heading if I recall correctly.some point after passing [fix]; I was given a descent to 4;500 feet; and in that descent; I was handed off to the [TRACON] sector. I checked in 4;900 feet for 4;500 feet with the ATIS.I asked for lower. ATC replied 'will have lower shortly.'some unrelated discussion of noise on the frequency occurred. I was given a pilot's discretion descent. Some further discussion of the noise and joking was on frequency. An extremely fast transmission came: aircraft X; you're leaving the bravo airspace; radar services terminated; frequency change is approved; good day. At this point; I realize there's been a breakdown in communication.I check in with [airport] tower already well into their airspace. The tower controller is rightly annoyed and turns me out to the north; giving me a butt-chewing along the way. I get a little flustered and it takes me a couple of moments to collect the airplane and comply with his instructions; further adding to his frustration. What happened? I was expecting coordination and a radar handoff from the bravo controller to the tower. I trained in the airspace and regularly fly in the [area] airspace and am rarely surprised by what ATC is doing and whether or not they are coordinating with subordinate or underlying airspaces. This is my first trip into [this airport] and I didn't pre-brief it as it was an enroute diversion; but I would have expected the bravo controller to coordinate with and hand me off to [airport] under radar contact. I believe he got caught without that coordination and to avoid a 'deal' on his end; dumped me rather than handing me off late or vectoring me out to coordinate. I will be checking with some ATC buddies of mine to fully understand what would be normal in this case; but I have certainly become accustomed to getting a handoff in similar situations in the past.in researching this event after the fact (I'm always trying to learn; this is not an exercise in trying to cover my backside); my reading of ATC manual 7110.65; paragraphs 2-1-14 through 2-1-16 suggests that the handoffs that I normally receive and have come to expect are SOP for ATC.I believe that getting dumped in this manner was abnormal; inappropriate; and contrary to safety. A delay vector; a climb; a 360; or anything else that kept me in radar control while ATC coordination happened would have been safer. I do not know to what extent the pilot discretion descent factors into this and that's what I'll check out with my ATC flying friends to understand.in terms of actual safety impact; there was none realized. I had clear view of the [airport] airport area; knew the runway in use (was being vectored into what amounted to a midfield crosswind entry; so was no traffic conflict) and I don't believe any safety issue resulted; but the tower controller was rightly frustrated with my arrival into his airspace. He also did a good job of resolving the situation; and though he gave me a pretty tt-chewing on frequency; I always felt like he was in control of the airspace; aircraft; and his emotions. Of the bravo controller; the pilot; and the tower controller; [airport] tower turned in the best performance of the three of us.

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Original NASA ASRS Text

Title: VFR aircraft that was on a Class B airspace clearance had their radar service terminated upon exiting the Class B. They were given a frequency change to contact the Tower of their destination; but were already in the Towers airspace. TRACON could have accomplished the coordination with the tower issued a late frequency change or TRACON did not coordinate and just shipped the aircraft to the Tower.

Narrative: I needed to divert en-route for a restroom stop for my young child. When this need became evident; I was at 11;500 feet headed towards the [Class B airspace]. It was not an emergency diversion and did not seem practical to descend 11;000 feet feet prior to [fix]; so after confirming that 25 minutes would be OK; I decided to head for [the airport].Dialed up [airport] approach eventually handed off to a TRACON controller (can't readily find the recording) and negotiated a Bravo clearance at 5;500 feet; direct [ZZZZ] depart on 070 degree heading if I recall correctly.Some point after passing [fix]; I was given a descent to 4;500 feet; and in that descent; I was handed off to the [TRACON] sector. I checked in 4;900 feet for 4;500 feet with the ATIS.I asked for lower. ATC replied 'Will have lower shortly.'Some unrelated discussion of noise on the frequency occurred. I was given a pilot's discretion descent. Some further discussion of the noise and joking was on frequency. An EXTREMELY fast transmission came: Aircraft X; you're leaving the Bravo airspace; radar services terminated; frequency change is approved; good day. At this point; I realize there's been a breakdown in communication.I check in with [airport] tower already well into their airspace. The tower controller is rightly annoyed and turns me out to the North; giving me a butt-chewing along the way. I get a little flustered and it takes me a couple of moments to collect the airplane and comply with his instructions; further adding to his frustration. What happened? I was expecting coordination and a radar handoff from the Bravo controller to the tower. I trained in the airspace and regularly fly in the [area] airspace and am rarely surprised by what ATC is doing and whether or not they are coordinating with subordinate or underlying airspaces. This is my first trip into [this airport] and I didn't pre-brief it as it was an enroute diversion; but I would have expected the Bravo controller to coordinate with and hand me off to [airport] under radar contact. I believe he got caught without that coordination and to avoid a 'deal' on his end; dumped me rather than handing me off late or vectoring me out to coordinate. I will be checking with some ATC buddies of mine to fully understand what would be normal in this case; but I have certainly become accustomed to getting a handoff in similar situations in the past.In researching this event after the fact (I'm always trying to learn; this is not an exercise in trying to cover my backside); my reading of ATC manual 7110.65; paragraphs 2-1-14 through 2-1-16 suggests that the handoffs that I normally receive and have come to expect are SOP for ATC.I believe that getting dumped in this manner was abnormal; inappropriate; and contrary to safety. A delay vector; a climb; a 360; or anything else that kept me in radar control while ATC coordination happened would have been safer. I do not know to what extent the Pilot Discretion descent factors into this and that's what I'll check out with my ATC flying friends to understand.In terms of actual safety impact; there was none realized. I had clear view of the [airport] airport area; knew the runway in use (was being vectored into what amounted to a midfield crosswind entry; so was no traffic conflict) and I don't believe any safety issue resulted; but the tower controller was rightly frustrated with my arrival into his airspace. He also did a good job of resolving the situation; and though he gave me a pretty tt-chewing on frequency; I always felt like he was in control of the airspace; aircraft; and his emotions. Of the Bravo controller; the pilot; and the tower controller; [airport] tower turned in the best performance of the three of us.

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.