Narrative:

Prior to taxi; I requested the miramar transition for departure. I had read about the procedure; but had not previously performed it myself. Myf ground replied that it was on request; and that since miramar was closed; I would be talking directly to socal; the frequency was provided to me. When cleared for takeoff; myf tower stated that the requested departure was approved. I assumed that this meant that myf had coordinated with socal; and that socal knew what I was planning to do and had approved the transition. While in my climb; in the process of making the left 270 degree turn; while I was heading approximately southeast; tower instructed me to contact socal once I was established northbound. Once I had completed the turn and was heading north; I called socal and said that I was over myf at 2600. Socal responded by asking what I wanted; to which I replied that I was on the miramar transition. That was my first clue that myf and socal had not coordinated on my departure. Socal then gave me a class B clearance; but I may have already entered the class B surface area by the time I received the clearance. I discussed the situation with the socal controller; she said that I should have continued eastbound until receiving the class B clearance; and only then should I have turned north. This would have been in conflict with my instructions from myf tower; which told me not to change frequency to socal until I was established northbound. To avoid a recurrence; ideally myf and socal would coordinate the transition. If that is not feasible; myf tower should instruct pilots to change to socal (or miramar; if the miramar tower is open) once established eastbound (rather than northbound). This would allow time to get the class B clearance before turning north. If already heading north when first calling socal or miramar; there isn't enough time to get the clearance. If there is frequency congestion and a pilot is not able to get the clearance immediately; there is no guidance as to what to do. Continue circling over myf?

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Original NASA ASRS Text

Title: SR22 pilot reported confusion related to a Class Bravo clearance the pilot thought he had.

Narrative: Prior to taxi; I requested the Miramar Transition for departure. I had read about the procedure; but had not previously performed it myself. MYF Ground replied that it was on request; and that since Miramar was closed; I would be talking directly to SOCAL; the frequency was provided to me. When cleared for takeoff; MYF Tower stated that the requested departure was approved. I assumed that this meant that MYF had coordinated with SOCAL; and that SOCAL knew what I was planning to do and had approved the transition. While in my climb; in the process of making the left 270 degree turn; while I was heading approximately southeast; Tower instructed me to contact SOCAL once I was established northbound. Once I had completed the turn and was heading north; I called SOCAL and said that I was over MYF at 2600. SOCAL responded by asking what I wanted; to which I replied that I was on the Miramar Transition. That was my first clue that MYF and SOCAL had not coordinated on my departure. SOCAL then gave me a Class B clearance; but I may have already entered the Class B surface area by the time I received the clearance. I discussed the situation with the SOCAL controller; she said that I should have continued eastbound until receiving the Class B clearance; and only then should I have turned north. This would have been in conflict with my instructions from MYF Tower; which told me not to change frequency to SOCAL until I was established northbound. To avoid a recurrence; ideally MYF and SOCAL would coordinate the transition. If that is not feasible; MYF Tower should instruct pilots to change to SOCAL (or Miramar; if the Miramar tower is open) once established eastbound (rather than northbound). This would allow time to get the Class B clearance before turning north. If already heading north when first calling SOCAL or Miramar; there isn't enough time to get the clearance. If there is frequency congestion and a pilot is not able to get the clearance immediately; there is no guidance as to what to do. Continue circling over MYF?

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.