Narrative:

I have always prided myself on the professionalism and competency of my ATC communications. Not only have I received numerous compliments from my fellow aviators and instructors; I have received multiple; on-air compliments from controllers themselves; on my knowledgeable; professional; complete and accurate transmissions. So what transpired and the event(s) that occurred between me and a norcal class bravo controller took me by surprise and left me unsettled. While I believe no violation of regulations occurred; the controller's angst led me to believe it is in my best interest to file this report for my own protections.the flight's mission was to depart rhv for a 'bay tour; 101-northbound.' I have flown this route numerous; numerous times; as well as functioned within other areas of the sfo class bravo before. Departure from rhv and check-in with sjc tower was normal; even if at the moment of check-in I spotted; and was given a traffic call that required maneuvering for an aircraft inbound to rhv that rhv tower had not told me about. Typical to the route; I received instruction to 'cross midfield; at 1;500 feet.' as I approached midfield; I was given the instruction 'to fly 270; contact 120.1 once west of the runway(s).' on check in with 120.1; I was told to maintain the prior instruction; and 'my class bravo clearance will be issued to me; two controllers down the route.' I was then sent to 135.65; who instructed me to 'climb to 3;500; my class bravo clearance will be issued to me by the next controller.' shortly thereafter; I was told to hold my climb to 2;500 feet. Before I even got to 2;500 feet; my climb instruction was once again amended back to 3;500 feet with the addition of 'pilot nav; keep west and southwest of highway 101.' I was then switched to 135.1. I have garmin 530/430 combination in my panel; with which I supplement it with foreflight's moving map; all backed up by panel VOR's. All my instruments said I was nearing the class bravo ring that goes down to the ground around sfo. I called the controller; and said I was standing by for my class bravo clearance. The controller responded with a rather snippy exchange that I had to ask for my class bravo clearance. Now I know that under the course of normal operations; to enter a class bravo area a request for and clearance must be initiated by the pilot (unless on an IFR flight plan) and clearance received prior to class bravo entry. However; in all the times I've flown this route; I have never had to request my class bravo clearance. When one becomes necessary to complete the assigned route the controller responsible for the class bravo area I need to enter simply issues it when it becomes time. Given that I had been told by the two previous controllers that the controller I was now talking to would issue me my class bravo clearance; I was taken aback and surprised by his exchange. I acceded to his request; requested and received my clearance just before all the instruments said I was entering the class bravo area. My clearance was into 'cleared into class bravo; VFR; west-south west of highway 101; maintain 3;500.' I then received a traffic call; off my starboard wing for a departing sfo heavy. I quickly spotted him; he was on a steep climbing turn that that would eventually take him across my course. I was then told to 'climb 4;000 feet; steer 270.' I complied. I was barely established in the 270 heading and 4;000 feet when I heard; 'aircraft X; back to 3;500 feet; resume own nav west-southwest 101.' this instruction made sense to me. It would place me before and past the heavy-ahead and beyond his potential wake turbulence rather than parallel to it that the previous instruction would have resulted in. I expedited the descent; began my turn to a more north by northwest heading; when the controller queried if I was still heading 270. When I responded with the reply I was complying with his last instruction to 'descend 3;500; resuming my nav; west-southwest 101'; he got agitated and angry; denied he ever released me from the 270 heading; that I was to turn back to 270 immediately; and gave me a short lecture on my responsibilities to comply with ATC instructions. By this time I was already back to 270; stable at 3;500. No traffic separation conflicts with the called heavy or problems with its wake turbulence occurred. No evasive maneuvering for traffic was required by me or the heavy. I flew this heading until the heavy crossed in front of me. Shortly thereafter; the controller allowed me to resume my own navigation but conditioned it on that I was now to remain west-south west of highway 280. Shortly thereafter he turned me to a northerly heading; taking me across downtown san francisco; and instructed me to descend out of the class bravo. I thought this instruction strange/different/unusual as well. In the past; when controllers want me out of class bravo; they command an altitude; and report to me when I'm clear of class bravo; and even sometimes add the instruction that I was to henceforth remain clear of class bravo. Being well situationally informed by my multiple maps; I descended to 2;800 feet which put me out of class bravo for the duration of my contact with the controller. He had no further communication/lectures or instructions about our previous exchange. He stayed with me until I was out from under all class bravo areas; and then released me with 'squawk 1200; no traffic observed between you and [destination].' at this time I was just north-northwest of alcatraz. I thanked him for his assistance and completed the flight without further events of interest.

Related reports:

Google
 

Original NASA ASRS Text

Title: A pilot with a Class B airspace clearance received conflicting and confusing control instructions.

Narrative: I have always prided myself on the professionalism and competency of my ATC communications. Not only have I received numerous compliments from my fellow aviators and instructors; I have received multiple; on-air compliments from controllers themselves; on my knowledgeable; professional; complete and accurate transmissions. So what transpired and the event(s) that occurred between me and a NorCal Class Bravo controller took me by surprise and left me unsettled. While I believe no violation of regulations occurred; the controller's angst led me to believe it is in my best interest to file this report for my own protections.The flight's mission was to depart RHV for a 'Bay Tour; 101-Northbound.' I have flown this route numerous; numerous times; as well as functioned within other areas of the SFO Class Bravo before. Departure from RHV and check-in with SJC tower was normal; even if at the moment of check-in I spotted; and was given a traffic call that required maneuvering for an aircraft inbound to RHV that RHV tower had not told me about. Typical to the route; I received instruction to 'cross midfield; at 1;500 feet.' As I approached midfield; I was given the instruction 'to fly 270; contact 120.1 once west of the runway(s).' On check in with 120.1; I was told to maintain the prior instruction; and 'my class bravo clearance will be issued to me; two controllers down the route.' I was then sent to 135.65; who instructed me to 'climb to 3;500; my class bravo clearance will be issued to me by the next controller.' Shortly thereafter; I was told to hold my climb to 2;500 feet. Before I even got to 2;500 feet; my climb instruction was once again amended back to 3;500 feet with the addition of 'Pilot Nav; keep west and southwest of highway 101.' I was then switched to 135.1. I have Garmin 530/430 combination in my panel; with which I supplement it with ForeFlight's moving map; all backed up by panel VOR's. All my instruments said I was nearing the Class Bravo ring that goes down to the ground around SFO. I called the controller; and said I was standing by for my Class Bravo Clearance. The controller responded with a rather snippy exchange that I had to ask for my Class Bravo Clearance. Now I know that under the course of normal operations; to enter a Class Bravo area a request for and clearance must be initiated by the pilot (unless on an IFR flight plan) and clearance received prior to Class Bravo entry. However; in all the times I've flown this route; I have never had to request my Class Bravo Clearance. When one becomes necessary to complete the assigned route the controller responsible for the Class Bravo area I need to enter simply issues it when it becomes time. Given that I had been told by the two previous controllers that the controller I was now talking to would issue me my Class Bravo Clearance; I was taken aback and surprised by his exchange. I acceded to his request; requested and received my clearance just before all the instruments said I was entering the Class Bravo area. My clearance was into 'cleared into Class Bravo; VFR; west-south west of Highway 101; maintain 3;500.' I then received a traffic call; off my starboard wing for a departing SFO Heavy. I quickly spotted him; he was on a steep climbing turn that that would eventually take him across my course. I was then told to 'climb 4;000 feet; steer 270.' I complied. I was barely established in the 270 heading and 4;000 feet when I heard; 'Aircraft X; back to 3;500 feet; resume own nav west-southwest 101.' This instruction made sense to me. It would place me before and past the Heavy-ahead and beyond his potential wake turbulence rather than parallel to it that the previous instruction would have resulted in. I expedited the descent; began my turn to a more north by northwest heading; when the controller queried if I was still heading 270. When I responded with the reply I was complying with his last instruction to 'descend 3;500; resuming my nav; west-southwest 101'; he got agitated and angry; denied he ever released me from the 270 heading; that I was to turn back to 270 immediately; and gave me a short lecture on my responsibilities to comply with ATC instructions. By this time I was already back to 270; stable at 3;500. No traffic separation conflicts with the called Heavy or problems with its wake turbulence occurred. No evasive maneuvering for traffic was required by me or the Heavy. I flew this heading until the Heavy crossed in front of me. Shortly thereafter; the controller allowed me to resume my own navigation but conditioned it on that I was now to remain west-south west of Highway 280. Shortly thereafter he turned me to a northerly heading; taking me across downtown San Francisco; and instructed me to descend out of the Class Bravo. I thought this instruction strange/different/unusual as well. In the past; when controllers want me out of Class Bravo; they command an altitude; and report to me when I'm clear of Class Bravo; and even sometimes add the instruction that I was to henceforth remain clear of Class Bravo. Being well situationally informed by my multiple maps; I descended to 2;800 feet which put me out of Class Bravo for the duration of my contact with the controller. He had no further communication/lectures or instructions about our previous exchange. He stayed with me until I was out from under all Class Bravo areas; and then released me with 'Squawk 1200; no traffic observed between you and [destination].' At this time I was just north-northwest of Alcatraz. I thanked him for his assistance and completed the flight without further events of interest.

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.