Narrative:

I was en route VFR from H21 (camdenton mem) east to litchfield, il, flying at 5500 ft and receiving flight following from ZKC. I was expecting to be 'handed off' to stl approach to transit the stl TCA but when I was 29 NM west of stl international (and had not heard from center), I called center and asked for the stl approach frequency. They responded they could not 'hand off,' terminated radar services and then gave me a frequency to try. I immediately called with my request -- now I am 26 mi west. Stl approach responded to remain clear of the TCA. I immediately turned to 350 degrees to parallel the boundary of the TCA while I talked to the controller. He handed me off to a second controller that politely told me I should not be in the TCA. I responded by apologizing but my equipment showed me 2 mi outside. The controller then gave me altitudes and headings to transit the TCA and there was no further incident. (My heading was 300 degrees -- away from the TCA -- when headings and altitude were given). Looking back, I feel I made several errors that I will not repeat. First, when VFR, I realize it is my responsibility to navigation and remain clear of TCA, arsa, etc without clrncs, or appropriate communications ahead of time. I should not have expected flight following to provide such services. Second, things were happening very quickly (I had a 30 KT tailwind), and I chose to fly north rather than south to avoid the TCA. This put me in line with an extension of the TCA that I would have avoided if I turned south. This confusion could have been avoided if I had planned ahead for such a situation. I will certainly do so in the future. Thirdly, when navigating by LORAN, even though it is very accurate, I need to leave a larger 'cushion' between myself and airspace that I need to avoid.

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Original NASA ASRS Text

Title: UNAUTH PENETRATION OF AIRSPACE. PROX OF TCA.

Narrative: I WAS ENRTE VFR FROM H21 (CAMDENTON MEM) E TO LITCHFIELD, IL, FLYING AT 5500 FT AND RECEIVING FLT FOLLOWING FROM ZKC. I WAS EXPECTING TO BE 'HANDED OFF' TO STL APCH TO TRANSIT THE STL TCA BUT WHEN I WAS 29 NM W OF STL INTL (AND HAD NOT HEARD FROM CTR), I CALLED CTR AND ASKED FOR THE STL APCH FREQ. THEY RESPONDED THEY COULD NOT 'HAND OFF,' TERMINATED RADAR SVCS AND THEN GAVE ME A FREQ TO TRY. I IMMEDIATELY CALLED WITH MY REQUEST -- NOW I AM 26 MI W. STL APCH RESPONDED TO REMAIN CLR OF THE TCA. I IMMEDIATELY TURNED TO 350 DEGS TO PARALLEL THE BOUNDARY OF THE TCA WHILE I TALKED TO THE CTLR. HE HANDED ME OFF TO A SECOND CTLR THAT POLITELY TOLD ME I SHOULD NOT BE IN THE TCA. I RESPONDED BY APOLOGIZING BUT MY EQUIP SHOWED ME 2 MI OUTSIDE. THE CTLR THEN GAVE ME ALTS AND HDGS TO TRANSIT THE TCA AND THERE WAS NO FURTHER INCIDENT. (MY HDG WAS 300 DEGS -- AWAY FROM THE TCA -- WHEN HDGS AND ALT WERE GIVEN). LOOKING BACK, I FEEL I MADE SEVERAL ERRORS THAT I WILL NOT REPEAT. FIRST, WHEN VFR, I REALIZE IT IS MY RESPONSIBILITY TO NAV AND REMAIN CLR OF TCA, ARSA, ETC WITHOUT CLRNCS, OR APPROPRIATE COMS AHEAD OF TIME. I SHOULD NOT HAVE EXPECTED FLT FOLLOWING TO PROVIDE SUCH SVCS. SECOND, THINGS WERE HAPPENING VERY QUICKLY (I HAD A 30 KT TAILWIND), AND I CHOSE TO FLY N RATHER THAN S TO AVOID THE TCA. THIS PUT ME IN LINE WITH AN EXTENSION OF THE TCA THAT I WOULD HAVE AVOIDED IF I TURNED S. THIS CONFUSION COULD HAVE BEEN AVOIDED IF I HAD PLANNED AHEAD FOR SUCH A SIT. I WILL CERTAINLY DO SO IN THE FUTURE. THIRDLY, WHEN NAVING BY LORAN, EVEN THOUGH IT IS VERY ACCURATE, I NEED TO LEAVE A LARGER 'CUSHION' BTWN MYSELF AND AIRSPACE THAT I NEED TO AVOID.

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.