Narrative:

My aircraft, C-R172K with 210 hp full IFR equipment and LORAN maintained to 135 specifications. Other aircraft, probably C-150/152. I was making a quick descent from vny 140 degree route. I flew most of it at 8500 ft MSL and was cleared down to 6500 ft MSL at approximately compton. Further clearance down to 4500 ft MSL was received at a few mi after mobil. I was given the north tower frequency approximately abeam lgb, then switched to the south when they realized I was given the wrong frequency by approach control. I was asked where I was and I replied on the vny 140 degree hollywood park route sbound past lgb. I was then told to enter left downwind for runway 25L and report reaching. On the way down at approximately 3500 ft MSL, I saw a C-150/152 to my left since we were at about the same altitude. I hastened my descent and turned straight until the traffic was no factor. I was looking for traffic but I was also concerned about straying too far over the water. 2 major things would be helpful here. Have some type of STAR written out for both rtes and the airports around them. There is blank space on the back of the los angeles TCA chart. The second is that the controller should pay more attention to where he is clearing people to go, although technically, neither aircraft was in anybody's airspace. I fell it is inexcusable to ignore aircraft because they legally can. P.south., I am finding that more and more controllers are requesting rapid dscnts recently throughout ca. This isn't good for 3 reasons: shock cooling of engine, safety, passenger nerves.

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Original NASA ASRS Text

Title: SMA HAS NMAC WITH SECOND SMA WHEN IN TWR CONTACT FOR APCH.

Narrative: MY ACFT, C-R172K WITH 210 HP FULL IFR EQUIP AND LORAN MAINTAINED TO 135 SPECS. OTHER ACFT, PROBABLY C-150/152. I WAS MAKING A QUICK DSCNT FROM VNY 140 DEG RTE. I FLEW MOST OF IT AT 8500 FT MSL AND WAS CLRED DOWN TO 6500 FT MSL AT APPROX COMPTON. FURTHER CLRNC DOWN TO 4500 FT MSL WAS RECEIVED AT A FEW MI AFTER MOBIL. I WAS GIVEN THE N TWR FREQ APPROX ABEAM LGB, THEN SWITCHED TO THE S WHEN THEY REALIZED I WAS GIVEN THE WRONG FREQ BY APCH CTL. I WAS ASKED WHERE I WAS AND I REPLIED ON THE VNY 140 DEG HOLLYWOOD PARK RTE SBOUND PAST LGB. I WAS THEN TOLD TO ENTER L DOWNWIND FOR RWY 25L AND RPT REACHING. ON THE WAY DOWN AT APPROX 3500 FT MSL, I SAW A C-150/152 TO MY L SINCE WE WERE AT ABOUT THE SAME ALT. I HASTENED MY DSCNT AND TURNED STRAIGHT UNTIL THE TFC WAS NO FACTOR. I WAS LOOKING FOR TFC BUT I WAS ALSO CONCERNED ABOUT STRAYING TOO FAR OVER THE WATER. 2 MAJOR THINGS WOULD BE HELPFUL HERE. HAVE SOME TYPE OF STAR WRITTEN OUT FOR BOTH RTES AND THE ARPTS AROUND THEM. THERE IS BLANK SPACE ON THE BACK OF THE LOS ANGELES TCA CHART. THE SECOND IS THAT THE CTLR SHOULD PAY MORE ATTN TO WHERE HE IS CLRING PEOPLE TO GO, ALTHOUGH TECHNICALLY, NEITHER ACFT WAS IN ANYBODY'S AIRSPACE. I FELL IT IS INEXCUSABLE TO IGNORE ACFT BECAUSE THEY LEGALLY CAN. P.S., I AM FINDING THAT MORE AND MORE CTLRS ARE REQUESTING RAPID DSCNTS RECENTLY THROUGHOUT CA. THIS ISN'T GOOD FOR 3 REASONS: SHOCK COOLING OF ENG, SAFETY, PAX NERVES.

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.