Narrative:

I was piloting a C182P to whiteman airport. For navigational purposes the aircraft is equipped with a garmin GNS430 moving map display and one king kx-155 nav/com. A flight plan was entered in the garmin GNS430 moving map providing me with constant situational awareness. Upon departure I initiated 'flight following' to whp with socal ATC with handoffs to point magu ATC and back to socal TRACON and ending with a handoff to van nuys tower at approximately the santa susana pass. Van nuys tower cleared me for the eastbound transition along the 118 freeway. The controller appeared to be busy handling a high traffic load while calling out numerous traffic targets for me to see as well as other traffic to avoid along my route in addition to coordinating an arriving citation jet on the ILS approach.having approximately 26 years of experience in this exact airspace; as my home airport; I was expecting and prepared to receive a handoff from van nuys tower to whiteman tower prior to the I-405 and 118 freeway interchange. I did not receive this handoff from van nuys tower at this point and initiated a frequency change call to van nuys. Van nuys tower acknowledged for the frequency change and I immediately radioed whiteman tower reporting holy cross hospital as it was coming up towards my front left view. I was expecting that whiteman tower was expecting my arrival; had me on radar; and would work me into the traffic pattern as had been many times in the past that I have successfully and safely navigated this airspace. Upon being acknowledged by the whiteman airport controller I was told to continue straight ahead across the runway center-line of runway 12 and join the left-hand pattern downwind. The controller advised me of what he felt were the numerous disruptions in the pattern upon my handoff. The controller advised me; while still in flight; of a 'possible pilot deviation' and to call the tower upon landing. Upon a successful landing and cleared of the runway the controller provided me the tower phone number.I called the tower and identified myself as the pilot of the cessna 182. The controller was still very busy with radio traffic and tried to have a conversation with me as well as manage the flying traffic. He advised me of how he felt I greatly disturbed the traffic pattern. He then asked me to return the call in 15 minutes. I returned the call in 15 minutes; he appeared to be less busy and significantly less stressed at that time. I received his conversation towards me of more 'counseling' in nature approach. He mentioned that he spoke with van nuys tower and things will need to be worked out. I took this in terms of more effective and safer handoffs. He asked me if I was 'handed-off' from van nuys tower; I replied 'no' and that 'I' initiated a 'clear east' for a frequency change call with reply to do as such. He did not appear happy that I was not formally 'handed-off' from the van nuys controller. The whiteman tower controller then stated again that things will need to be worked with van nuys tower. He then asked for my name and contact information and stated that I 'may' or 'may not' hear from him which I replied 'I hope I do not.' we offered each other salutations and the call ended. I had this conversation on speaker phone and the two other persons that were with me in the aircraft and agreed as to what was said and heard was correct.in my personal review and evaluation I have come to the conclusion that it would be safer for me as well as other aircraft to enter the whiteman airport class D airspace from the north; giving the controller time for traffic integration. This would also mitigate having to integrate traffic flow from the adjoining van nuys class D airspace. In addition; I believe the greatest contribution in this situation falls upon human factors. The weather was perfect for flying and many aircraft were doing as such. Both controllers were very busy. The controllers need more help; especially during high traffic days.

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Original NASA ASRS Text

Title: C182 pilot reported he was not properly handed off by VNY Tower to WHP Tower.

Narrative: I was piloting a C182P to Whiteman Airport. For navigational purposes the aircraft is equipped with a Garmin GNS430 moving map display and one King KX-155 Nav/Com. A Flight Plan was entered in the Garmin GNS430 moving map providing me with constant situational awareness. Upon Departure I initiated 'Flight Following' to WHP with SOCAL ATC with handoffs to Point Magu ATC and back to SOCAL TRACON and ending with a handoff to Van Nuys Tower at approximately the Santa Susana Pass. Van Nuys Tower cleared me for the eastbound Transition along the 118 Freeway. The controller appeared to be busy handling a high traffic load while calling out numerous traffic targets for me to see as well as other traffic to avoid along my route in addition to coordinating an arriving Citation Jet on the ILS Approach.Having approximately 26 years of experience in this exact airspace; as my home airport; I was expecting and prepared to receive a handoff from Van Nuys Tower to Whiteman Tower prior to the I-405 and 118 Freeway Interchange. I DID NOT receive this handoff from Van Nuys Tower at this point and initiated a Frequency Change call to Van Nuys. Van Nuys Tower acknowledged for the frequency change and I immediately radioed Whiteman Tower reporting Holy Cross Hospital as it was coming up towards my front left view. I was expecting that Whiteman Tower was expecting my arrival; had me on radar; and would work me into the traffic pattern as had been many times in the past that I have successfully and safely navigated this airspace. Upon being acknowledged by the Whiteman Airport Controller I was told to continue straight ahead across the runway center-line of Runway 12 and join the left-hand pattern downwind. The controller advised me of what he felt were the numerous disruptions in the pattern upon my handoff. The controller advised me; while still in flight; of a 'possible pilot deviation' and to call the tower upon landing. Upon a successful landing and cleared of the runway the controller provided me the tower phone number.I called the tower and identified myself as the pilot of the Cessna 182. The controller was still very busy with radio traffic and tried to have a conversation with me as well as manage the flying traffic. He advised me of how he felt I greatly disturbed the traffic pattern. He then asked me to return the call in 15 minutes. I returned the call in 15 minutes; he appeared to be less busy and significantly less stressed at that time. I received his conversation towards me of more 'counseling' in nature approach. He mentioned that he spoke with Van Nuys Tower and things will need to be worked out. I took this in terms of more effective and safer handoffs. He asked me if I was 'handed-off' from Van Nuys tower; I replied 'No' and that 'I' initiated a 'clear east' for a frequency change call with reply to do as such. He did not appear happy that I was not formally 'handed-off' from the Van Nuys Controller. The Whiteman Tower Controller then stated again that things will need to be worked with Van Nuys Tower. He then asked for my name and contact information and stated that I 'may' or 'may not' hear from him which I replied 'I hope I do not.' We offered each other salutations and the call ended. I had this conversation on speaker phone and the two other persons that were with me in the aircraft and agreed as to what was said and heard was correct.In my personal review and evaluation I have come to the conclusion that it would be safer for me as well as other aircraft to enter the Whiteman Airport Class D Airspace from the North; giving the controller time for traffic integration. This would also mitigate having to integrate traffic flow from the adjoining Van Nuys Class D airspace. In addition; I believe the greatest contribution in this situation falls upon human factors. The weather was perfect for flying and many aircraft were doing as such. Both controllers were very busy. The controllers need more help; especially during high traffic days.

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.