Narrative:

I departed lga (destination is frg) with a clearance through class B airspace. The last ny approach control navigation instructions: ny approach: 'cherokee identify proceed direct to republic.' the final ny approach controller instructions were: ny approach: '12 mi northwest of republic. Radar services terminated. Squawk 1200. Contact republic tower.' prior to the handoff, I listened to frg ATIS. The ATIS said: '...when number one, contact the tower on 125.2' on the ny 'TCA' chart, it says 118.8 and 125.2. I contacted frg tower on 125.2: pilot: 'republic tower, cherokee (identification), 12 mi northwest, information XXX, landing republic.' frg tower: 'contact the tower on 118.8.' I immediately announced on 118.8: pilot: 'republic tower, cherokee identification, 12 mi northwest, information XXX, landing republic.' I got no response. The frequency was somewhat busy and may people were talking over each other. After about 30-40 seconds, I tried again. I got no response. After about 1 min I tried again. Then I heard a controller say there was a stuck microphone on the frequency for a couple of mins. I was finally able to get it: pilot: 'republic tower, cherokee identification, over the microphone, information XXX, landing republic.' actually, I was about 1 mi northwest of the microwave, but in my rush to get 'a word in edgewise,' I reported 'over microwave' (about 6 mi northwest of frg). The controller said: frg tower: 'remain clear of the class B airspace.' at that moment I was descending from the ny class B airspace. I thought the controller was confused. I thought the controller thought I was near class B airspace (which I was because I had just exited it) and warning me to stay away from it. However, I 'came' from class B airspace (with a clearance) so this wasn't an issue. The controller said: frg tower: 'remain clear of the class B airspace. Exit either laterally or vertically.' that is when I realized that the controller must have been saying 'class D,' not 'class B.' I immediately turned north. I was over the walt whitman mall and the controller said: frg tower: 'remain clear of the class B airspace.' (said with some urgency.) I looked at my 'TCA' chart at that moment. The walt whitman mall is 'definitely' outside the class D airspace (this was confirmed by an instructor at frg). The tower gave the instructions: frg tower: 'proceed to dpk VOR. Suggested heading XXX. Proceed south to the shoreline.' about 2 mi DME northwest of dpk, I got the next instruction: frg tower: 'suggested heading XXX.' I entered the pattern and landed without any further problems. Later that day, the frg tower called the FBO to find out what went wrong. The FBO explained that I thought I had a handoff, but the tower was unaware of this. The tower said that they had several problems before with ny approach not handing off properly. Frg tower was looking to document the problem to get ny approach to work with them better. What went wrong: I thought I was handed off from ny approach to frg tower because they said 'contact the tower.' to be precise, I thought I had clearance into the class D airspace, but not yet clearance to land. The ATIS said use frequency 125.2. This was the wrong frequency for the tower. The keyed microphone, which prevented communication aggravated the problem. The controller said 'class D' which sounded like 'class B.' this caused confusion. The controller thought I was within the class D airspace over walt whitman -- this is wrong. The vectors from the tower caused me to circumscribe about 270 degrees of the class D airspace. This was very much out of my way and possibly in the way of the inbound/outbound traffic of frg. How to improve things: the reason for using the ICAO alphabet is to eliminate confusion when saying letters. Controllers should say 'class bravo', 'class charlie', 'class delta.' previously, there was no confusion with 'TCA,' 'arsa', 'air traffic area.' controllers should make it clear when no handoff was made. The phrase 'radar services terminated' doesn't necessarily mean you've reached your clearance limit. See ATC phraseology: 5-53a note: after an IFR aircraft receives the statement 'radar contact' from ATC it discontinues reporting over compulsary reporting points. It resumes normal position reporting when ATC informs it 'radar contact lost' or 'radar service terminated.' (ATC phraseology, section 5-53, page 5-8, attached.) if 'radar services terminated' meant also 'clearance limit is reached,' then IFR aircraft would be operating without a clearance when they heard 'radar services terminated,' thus a contradiction. If I were going from class B to class C and got a 1200 squawk, I might have suspected something was wrong, but not from class B to class D where I don't need a non-VFR squawk. Callback conversation with reporter revealed the following information: reporter states that clearance through multiple airspace areas has become a problem. He feels that since he had to have an appointment and clearance to departure lga with destination frg, that his clearance would be to frg. IFR clrncs have a stated clearance limit and he feels such a limit is implied in a case such as his. He expected a hand off to frg tower and did not receive it. He feels he was abandoned in a very unsafe situation. He was counselled that 'radar service terminated, squawk 1200' indicates he is VFR with no further clearance. Another concern is the confusion of airspace identify when B, C and D may sound alike over the radio as happened to him. He feels we have been taught to use the phonetic alphabet and should do so. A third concern has come up in discussions with several flight instructors and at pilot meetings regarding special procedure for noise abatement and unique pattern procedures at an airport. The handouts given at airports are great but that is after arrival. How is a pilot new to the area supposed to be aware of these special procedures prior to arrival? The group feels such procedures should be published in the airport facilities directory.

Related reports:

Google
 

Original NASA ASRS Text

Title: SMA UNABLE TO CONTACT TWR MAY HAVE ENTERED CLASS D AIRSPACE.

Narrative: I DEPARTED LGA (DEST IS FRG) WITH A CLRNC THROUGH CLASS B AIRSPACE. THE LAST NY APCH CTL NAV INSTRUCTIONS: NY APCH: 'CHEROKEE IDENT PROCEED DIRECT TO REPUBLIC.' THE FINAL NY APCH CTLR INSTRUCTIONS WERE: NY APCH: '12 MI NW OF REPUBLIC. RADAR SVCS TERMINATED. SQUAWK 1200. CONTACT REPUBLIC TWR.' PRIOR TO THE HDOF, I LISTENED TO FRG ATIS. THE ATIS SAID: '...WHEN NUMBER ONE, CONTACT THE TWR ON 125.2' ON THE NY 'TCA' CHART, IT SAYS 118.8 AND 125.2. I CONTACTED FRG TWR ON 125.2: PLT: 'REPUBLIC TWR, CHEROKEE (ID), 12 MI NW, INFO XXX, LNDG REPUBLIC.' FRG TWR: 'CONTACT THE TWR ON 118.8.' I IMMEDIATELY ANNOUNCED ON 118.8: PLT: 'REPUBLIC TWR, CHEROKEE ID, 12 MI NW, INFO XXX, LNDG REPUBLIC.' I GOT NO RESPONSE. THE FREQ WAS SOMEWHAT BUSY AND MAY PEOPLE WERE TALKING OVER EACH OTHER. AFTER ABOUT 30-40 SECONDS, I TRIED AGAIN. I GOT NO RESPONSE. AFTER ABOUT 1 MIN I TRIED AGAIN. THEN I HEARD A CTLR SAY THERE WAS A STUCK MIKE ON THE FREQ FOR A COUPLE OF MINS. I WAS FINALLY ABLE TO GET IT: PLT: 'REPUBLIC TWR, CHEROKEE ID, OVER THE MIKE, INFO XXX, LNDG REPUBLIC.' ACTUALLY, I WAS ABOUT 1 MI NW OF THE MICROWAVE, BUT IN MY RUSH TO GET 'A WORD IN EDGEWISE,' I RPTED 'OVER MICROWAVE' (ABOUT 6 MI NW OF FRG). THE CTLR SAID: FRG TWR: 'REMAIN CLR OF THE CLASS B AIRSPACE.' AT THAT MOMENT I WAS DSNDING FROM THE NY CLASS B AIRSPACE. I THOUGHT THE CTLR WAS CONFUSED. I THOUGHT THE CTLR THOUGHT I WAS NEAR CLASS B AIRSPACE (WHICH I WAS BECAUSE I HAD JUST EXITED IT) AND WARNING ME TO STAY AWAY FROM IT. HOWEVER, I 'CAME' FROM CLASS B AIRSPACE (WITH A CLRNC) SO THIS WASN'T AN ISSUE. THE CTLR SAID: FRG TWR: 'REMAIN CLR OF THE CLASS B AIRSPACE. EXIT EITHER LATERALLY OR VERTLY.' THAT IS WHEN I REALIZED THAT THE CTLR MUST HAVE BEEN SAYING 'CLASS D,' NOT 'CLASS B.' I IMMEDIATELY TURNED N. I WAS OVER THE WALT WHITMAN MALL AND THE CTLR SAID: FRG TWR: 'REMAIN CLR OF THE CLASS B AIRSPACE.' (SAID WITH SOME URGENCY.) I LOOKED AT MY 'TCA' CHART AT THAT MOMENT. THE WALT WHITMAN MALL IS 'DEFINITELY' OUTSIDE THE CLASS D AIRSPACE (THIS WAS CONFIRMED BY AN INSTRUCTOR AT FRG). THE TWR GAVE THE INSTRUCTIONS: FRG TWR: 'PROCEED TO DPK VOR. SUGGESTED HDG XXX. PROCEED S TO THE SHORELINE.' ABOUT 2 MI DME NW OF DPK, I GOT THE NEXT INSTRUCTION: FRG TWR: 'SUGGESTED HDG XXX.' I ENTERED THE PATTERN AND LANDED WITHOUT ANY FURTHER PROBS. LATER THAT DAY, THE FRG TWR CALLED THE FBO TO FIND OUT WHAT WENT WRONG. THE FBO EXPLAINED THAT I THOUGHT I HAD A HANDOFF, BUT THE TWR WAS UNAWARE OF THIS. THE TWR SAID THAT THEY HAD SEVERAL PROBS BEFORE WITH NY APCH NOT HANDING OFF PROPERLY. FRG TWR WAS LOOKING TO DOCUMENT THE PROB TO GET NY APCH TO WORK WITH THEM BETTER. WHAT WENT WRONG: I THOUGHT I WAS HANDED OFF FROM NY APCH TO FRG TWR BECAUSE THEY SAID 'CONTACT THE TWR.' TO BE PRECISE, I THOUGHT I HAD CLRNC INTO THE CLASS D AIRSPACE, BUT NOT YET CLRNC TO LAND. THE ATIS SAID USE FREQ 125.2. THIS WAS THE WRONG FREQ FOR THE TWR. THE KEYED MIKE, WHICH PREVENTED COM AGGRAVATED THE PROB. THE CTLR SAID 'CLASS D' WHICH SOUNDED LIKE 'CLASS B.' THIS CAUSED CONFUSION. THE CTLR THOUGHT I WAS WITHIN THE CLASS D AIRSPACE OVER WALT WHITMAN -- THIS IS WRONG. THE VECTORS FROM THE TWR CAUSED ME TO CIRCUMSCRIBE ABOUT 270 DEGS OF THE CLASS D AIRSPACE. THIS WAS VERY MUCH OUT OF MY WAY AND POSSIBLY IN THE WAY OF THE INBOUND/OUTBOUND TFC OF FRG. HOW TO IMPROVE THINGS: THE REASON FOR USING THE ICAO ALPHABET IS TO ELIMINATE CONFUSION WHEN SAYING LETTERS. CTLRS SHOULD SAY 'CLASS BRAVO', 'CLASS CHARLIE', 'CLASS DELTA.' PREVIOUSLY, THERE WAS NO CONFUSION WITH 'TCA,' 'ARSA', 'ATA.' CTLRS SHOULD MAKE IT CLR WHEN NO HANDOFF WAS MADE. THE PHRASE 'RADAR SVCS TERMINATED' DOESN'T NECESSARILY MEAN YOU'VE REACHED YOUR CLRNC LIMIT. SEE ATC PHRASEOLOGY: 5-53A NOTE: AFTER AN IFR ACFT RECEIVES THE STATEMENT 'RADAR CONTACT' FROM ATC IT DISCONTINUES RPTING OVER COMPULSARY RPTING POINTS. IT RESUMES NORMAL POS RPTING WHEN ATC INFORMS IT 'RADAR CONTACT LOST' OR 'RADAR SVC TERMINATED.' (ATC PHRASEOLOGY, SECTION 5-53, PAGE 5-8, ATTACHED.) IF 'RADAR SVCS TERMINATED' MEANT ALSO 'CLRNC LIMIT IS REACHED,' THEN IFR ACFT WOULD BE OPERATING WITHOUT A CLRNC WHEN THEY HEARD 'RADAR SVCS TERMINATED,' THUS A CONTRADICTION. IF I WERE GOING FROM CLASS B TO CLASS C AND GOT A 1200 SQUAWK, I MIGHT HAVE SUSPECTED SOMETHING WAS WRONG, BUT NOT FROM CLASS B TO CLASS D WHERE I DON'T NEED A NON-VFR SQUAWK. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATES THAT CLRNC THROUGH MULTIPLE AIRSPACE AREAS HAS BECOME A PROB. HE FEELS THAT SINCE HE HAD TO HAVE AN APPOINTMENT AND CLRNC TO DEP LGA WITH DEST FRG, THAT HIS CLRNC WOULD BE TO FRG. IFR CLRNCS HAVE A STATED CLRNC LIMIT AND HE FEELS SUCH A LIMIT IS IMPLIED IN A CASE SUCH AS HIS. HE EXPECTED A HAND OFF TO FRG TWR AND DID NOT RECEIVE IT. HE FEELS HE WAS ABANDONED IN A VERY UNSAFE SIT. HE WAS COUNSELLED THAT 'RADAR SVC TERMINATED, SQUAWK 1200' INDICATES HE IS VFR WITH NO FURTHER CLRNC. ANOTHER CONCERN IS THE CONFUSION OF AIRSPACE IDENT WHEN B, C AND D MAY SOUND ALIKE OVER THE RADIO AS HAPPENED TO HIM. HE FEELS WE HAVE BEEN TAUGHT TO USE THE PHONETIC ALPHABET AND SHOULD DO SO. A THIRD CONCERN HAS COME UP IN DISCUSSIONS WITH SEVERAL FLT INSTRUCTORS AND AT PLT MEETINGS REGARDING SPECIAL PROC FOR NOISE ABATEMENT AND UNIQUE PATTERN PROCS AT AN ARPT. THE HANDOUTS GIVEN AT ARPTS ARE GREAT BUT THAT IS AFTER ARR. HOW IS A PLT NEW TO THE AREA SUPPOSED TO BE AWARE OF THESE SPECIAL PROCS PRIOR TO ARR? THE GROUP FEELS SUCH PROCS SHOULD BE PUBLISHED IN THE ARPT FACILITIES DIRECTORY.

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.