Narrative:

Upon arrival into pit via V469, ATC gave us descent clearance to cross nesto intersection at and maintain 10000' at 250 KTS. A planned descent was implemented. During descent a further clearance to be at nesto at a speed of 230 KTS was given. A few mins later an assigned heading of 350 degree heading was given for vectors to the localizer of runway 28C. This heading was complied with and the descent to 10000' and speed restriction of 230 KTS was still in progress, although we were no longer proceeding to nesto intersection and were now on a heading. 4 1/2 mi short of (abeam) nesto intersection approach control asked our speed, to which we responded, '290 KTS and slowing to 230 KTS,' to which the controller responded we were beyond nesto and gave no chance for us to reply that we were not even going to nesto and we were still 4 1/2 mi short of even being abeam of nesto. After landing a discussion with approach control via phone proved to be just a fact for fact swapping session with no real resolution, however the controller did state a check would be made of the accuracy of their radar mapping on the scope. Note: no in-flight conflict involved or reported. In a situation such as this it is difficult to make any suggestions as how to correct this type of event--so many factors are involved from a technical standpoint of radar calibrations, VOR accuracy and DME accuracy. Recently, however, I have observed most of the events of this type and others seem to be almost always approximately 30 NM radius from pit, somewhere between the handoff from en route center to the transition of pit approach control, I feel the coordination between en route ATC and approach control could be improved, which may help with these problems.

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Original NASA ASRS Text

Title: CLRNC CONFUSION BETWEEN PIT TRACON AND ARRIVING ACR LGT.

Narrative: UPON ARR INTO PIT VIA V469, ATC GAVE US DSCNT CLRNC TO CROSS NESTO INTXN AT AND MAINTAIN 10000' AT 250 KTS. A PLANNED DSCNT WAS IMPLEMENTED. DURING DSCNT A FURTHER CLRNC TO BE AT NESTO AT A SPD OF 230 KTS WAS GIVEN. A FEW MINS LATER AN ASSIGNED HDG OF 350 DEG HDG WAS GIVEN FOR VECTORS TO THE LOC OF RWY 28C. THIS HDG WAS COMPLIED WITH AND THE DSCNT TO 10000' AND SPD RESTRICTION OF 230 KTS WAS STILL IN PROGRESS, ALTHOUGH WE WERE NO LONGER PROCEEDING TO NESTO INTXN AND WERE NOW ON A HDG. 4 1/2 MI SHORT OF (ABEAM) NESTO INTXN APCH CTL ASKED OUR SPD, TO WHICH WE RESPONDED, '290 KTS AND SLOWING TO 230 KTS,' TO WHICH THE CTLR RESPONDED WE WERE BEYOND NESTO AND GAVE NO CHANCE FOR US TO REPLY THAT WE WERE NOT EVEN GOING TO NESTO AND WE WERE STILL 4 1/2 MI SHORT OF EVEN BEING ABEAM OF NESTO. AFTER LNDG A DISCUSSION WITH APCH CTL VIA PHONE PROVED TO BE JUST A FACT FOR FACT SWAPPING SESSION WITH NO REAL RESOLUTION, HOWEVER THE CTLR DID STATE A CHK WOULD BE MADE OF THE ACCURACY OF THEIR RADAR MAPPING ON THE SCOPE. NOTE: NO INFLT CONFLICT INVOLVED OR RPTED. IN A SITUATION SUCH AS THIS IT IS DIFFICULT TO MAKE ANY SUGGESTIONS AS HOW TO CORRECT THIS TYPE OF EVENT--SO MANY FACTORS ARE INVOLVED FROM A TECHNICAL STANDPOINT OF RADAR CALIBRATIONS, VOR ACCURACY AND DME ACCURACY. RECENTLY, HOWEVER, I HAVE OBSERVED MOST OF THE EVENTS OF THIS TYPE AND OTHERS SEEM TO BE ALMOST ALWAYS APPROX 30 NM RADIUS FROM PIT, SOMEWHERE BTWN THE HDOF FROM ENRTE CENTER TO THE TRANSITION OF PIT APCH CTL, I FEEL THE COORD BTWN ENRTE ATC AND APCH CTL COULD BE IMPROVED, WHICH MAY HELP WITH THESE PROBS.

Data retrieved from NASA's ASRS site as of July 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.