Narrative:

How problem was discovered was, a controller near etx VOR asked me to call ZNY when I landed. I called when I landed and was told that an airlines jet reported a near miss somewhere just outside morristown, nj. The person I was talking to wanted to know if I saw the jet. I did not see the jet and thought he was referring to someone else. He informed me that it was when I was asked my altitude and replied '9800.' about 10 mi southeast of solberg VOR I was cleared to 10000 ft -- direct solberg. I was now on a heading of about 330 degrees with the autoplt on and looking at the en route chart (I was finished with the morristown 3 SID) to verify my turn westerly at the VOR (sbj). At about that time, the altitude alert beeped. I looked up from the chart and I was at 9800 ft. I pushed the altitude hold on, the aircraft started leveling off. I was now close to the sbj VOR so I turned the autoplt heading bug to 274 degrees, looked back to the chart to verify my clearance would be lanna intersection, and the DME for the dogleg in V-30. As I remember, that was about the time I was asked my altitude from the controller. His response was 'you're at 10000.' by that time, I was at 10000 and reset the altitude hold for 10000. I continued on my course. I did not see or hear an airliner and nothing was said to me other than the next controller or so asked me to call ZNY when I landed. On the phone call to ZNY, I was told the airliner was at 11000 ft and had to take evasive action to miss hitting me. I was also told that ZNY showed me at an altitude higher than 10000 ft. I did not hear any warnings of any kind. If this is where the incident took place, contributing factors could be 1) my clearance on takeoff was 'morristown 3 radar vectors lanna.' later changed to 'direct solberg.' I was close to lanna (18 DME). Not being totally familiar with the area, I had to look for solberg first. 2) I sued the autoplt to level off at 10000 ft and was busy verifying solberg VOR and changing my navs to the new course outbound from solberg while depending on the autoplt to level off the aircraft. My attention was on charts and radios. All of this takes a little time in a short period of time, but is enough time to overshoot my altitude and not see another aircraft and be back on my altitude in 45 seconds of so. I too would like to know what and where things happened. Callback conversation with reporter revealed the following information: reporter states he received a phone call from FAA after his conversation with center. Was not able to get much information from FAA representative about where this alleged near midair collision occurred. Has since received his 10 day letter. Responded that he certainly would like to help and cooperate, but needs to know more about the situation. His autoplt was functioning properly and was set for 10000 ft. Controller said he was at 10000 ft. He feels he does not have enough information to judge what really happened. Second aircraft was an medium large transport with TCASII. TCASII instructed him to descend. Near midair collision supposedly occurred at 10400. He does not know where position-wise. Why did it take so long to get the message to call? He would like an answer from FAA. Why was no TA given?

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Original NASA ASRS Text

Title: CPR ACFT ON DEP NOTIFIED TO CONTACT CTR ON LNDG. TOLD NMAC OCCURRED.

Narrative: HOW PROBLEM WAS DISCOVERED WAS, A CTLR NEAR ETX VOR ASKED ME TO CALL ZNY WHEN I LANDED. I CALLED WHEN I LANDED AND WAS TOLD THAT AN AIRLINES JET RPTED A NEAR MISS SOMEWHERE JUST OUTSIDE MORRISTOWN, NJ. THE PERSON I WAS TALKING TO WANTED TO KNOW IF I SAW THE JET. I DID NOT SEE THE JET AND THOUGHT HE WAS REFERRING TO SOMEONE ELSE. HE INFORMED ME THAT IT WAS WHEN I WAS ASKED MY ALT AND REPLIED '9800.' ABOUT 10 MI SE OF SOLBERG VOR I WAS CLRED TO 10000 FT -- DIRECT SOLBERG. I WAS NOW ON A HDG OF ABOUT 330 DEGS WITH THE AUTOPLT ON AND LOOKING AT THE ENRTE CHART (I WAS FINISHED WITH THE MORRISTOWN 3 SID) TO VERIFY MY TURN WESTERLY AT THE VOR (SBJ). AT ABOUT THAT TIME, THE ALT ALERT BEEPED. I LOOKED UP FROM THE CHART AND I WAS AT 9800 FT. I PUSHED THE ALT HOLD ON, THE ACFT STARTED LEVELING OFF. I WAS NOW CLOSE TO THE SBJ VOR SO I TURNED THE AUTOPLT HDG BUG TO 274 DEGS, LOOKED BACK TO THE CHART TO VERIFY MY CLRNC WOULD BE LANNA INTXN, AND THE DME FOR THE DOGLEG IN V-30. AS I REMEMBER, THAT WAS ABOUT THE TIME I WAS ASKED MY ALT FROM THE CTLR. HIS RESPONSE WAS 'YOU'RE AT 10000.' BY THAT TIME, I WAS AT 10000 AND RESET THE ALT HOLD FOR 10000. I CONTINUED ON MY COURSE. I DID NOT SEE OR HEAR AN AIRLINER AND NOTHING WAS SAID TO ME OTHER THAN THE NEXT CTLR OR SO ASKED ME TO CALL ZNY WHEN I LANDED. ON THE PHONE CALL TO ZNY, I WAS TOLD THE AIRLINER WAS AT 11000 FT AND HAD TO TAKE EVASIVE ACTION TO MISS HITTING ME. I WAS ALSO TOLD THAT ZNY SHOWED ME AT AN ALT HIGHER THAN 10000 FT. I DID NOT HEAR ANY WARNINGS OF ANY KIND. IF THIS IS WHERE THE INCIDENT TOOK PLACE, CONTRIBUTING FACTORS COULD BE 1) MY CLRNC ON TKOF WAS 'MORRISTOWN 3 RADAR VECTORS LANNA.' LATER CHANGED TO 'DIRECT SOLBERG.' I WAS CLOSE TO LANNA (18 DME). NOT BEING TOTALLY FAMILIAR WITH THE AREA, I HAD TO LOOK FOR SOLBERG FIRST. 2) I SUED THE AUTOPLT TO LEVEL OFF AT 10000 FT AND WAS BUSY VERIFYING SOLBERG VOR AND CHANGING MY NAVS TO THE NEW COURSE OUTBOUND FROM SOLBERG WHILE DEPENDING ON THE AUTOPLT TO LEVEL OFF THE ACFT. MY ATTN WAS ON CHARTS AND RADIOS. ALL OF THIS TAKES A LITTLE TIME IN A SHORT PERIOD OF TIME, BUT IS ENOUGH TIME TO OVERSHOOT MY ALT AND NOT SEE ANOTHER ACFT AND BE BACK ON MY ALT IN 45 SECONDS OF SO. I TOO WOULD LIKE TO KNOW WHAT AND WHERE THINGS HAPPENED. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATES HE RECEIVED A PHONE CALL FROM FAA AFTER HIS CONVERSATION WITH CTR. WAS NOT ABLE TO GET MUCH INFO FROM FAA REPRESENTATIVE ABOUT WHERE THIS ALLEGED NMAC OCCURRED. HAS SINCE RECEIVED HIS 10 DAY LETTER. RESPONDED THAT HE CERTAINLY WOULD LIKE TO HELP AND COOPERATE, BUT NEEDS TO KNOW MORE ABOUT THE SIT. HIS AUTOPLT WAS FUNCTIONING PROPERLY AND WAS SET FOR 10000 FT. CTLR SAID HE WAS AT 10000 FT. HE FEELS HE DOES NOT HAVE ENOUGH INFO TO JUDGE WHAT REALLY HAPPENED. SECOND ACFT WAS AN MLG WITH TCASII. TCASII INSTRUCTED HIM TO DSND. NMAC SUPPOSEDLY OCCURRED AT 10400. HE DOES NOT KNOW WHERE POS-WISE. WHY DID IT TAKE SO LONG TO GET THE MESSAGE TO CALL? HE WOULD LIKE AN ANSWER FROM FAA. WHY WAS NO TA GIVEN?

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.