Narrative:

Pdk clearance delivery cleared X to mcn, direct gnv, direct tpa. We departed the pdk airport to the north, runway heading to 3000 ft. We contacted departure, continued the climb to 5000 ft and a right turn to a heading of 240 degrees. I asked for higher altitude, but the controller informed me it would be a least 25 mi before I would receive a clearance. I requested options be made available to get a higher altitude sooner. I was informed an east heading would achieve this. I turned right to a heading of 090 degrees, climbing and maintaining 5000 ft. We were in level flight just to the southwest of the pdk airport about a mi or so. Our flying time from wheels up, 8 mins. Again we requested higher altitude. The controller was unable to give us a higher altitude due to inbound commercial jet traffic. A couple mins past and the controller called traffic at 1 O'clock, approximately 3 mi, 6500 ft, unconfirmed. Traffic was sighted (single engine) in the approximately area but lower than the reported 6500 ft. Jet traffic was also seen going overhead at 8000 ft. Before we reached the sighted traffic, a glider blurred by our right side and slightly above us. We never saw the glider until it was passing by our right wing. Comments came forward from our passenger, 'did you see the glider,' along with a couple of oohs and aahs as we passed the plane. In my opinion, the controller's attitude during his handling of us was less than professional. Comments from the controller when we asked for a higher altitude the first time were, 'I don't write the procedures I just work here,' after the near miss I informed the controller what just happened and I was going to make a report. The controller responded, 'do what you think you have to do.' his hostile attitude continued until I cleared class B airspace and canceled my IFR flight plan. This behavior compromises safety for all parties involved. It is amazing the preferential treatment ATC gives to the commercial jet traffic. Until recently, I was flying jets and did not realize the discrimination that occurs with turboprops in the ATC system. Turboprops are high performance airplanes and should be treated accordingly. Much of this could have been avoided if we were allowed to climb. Purposefully keeping us out of the class B airspace so not to provide us with position separation is reckless. I am not interested in becoming a statistic before something is done. Supplemental information from acn 287559: pilot was angry because he could not get on IFR climb because of traffic. Controller issued traffic at 1 O'clock 2 mi unknown squawking VFR, altitude indicates 6600 ft. Pilot reported traffic in sight, said traffic was at 5500 or 5000. Pilot then called ATC after landing to file a near mid-air collision. Pilot complained about ATC the entire time he was on atl radios. Guess he feels this will get him results.

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Original NASA ASRS Text

Title: CPR X HAD CONFLICT WITH VFR GLIDER. SEE AND AVOID CONCEPT.

Narrative: PDK CLRNC DELIVERY CLRED X TO MCN, DIRECT GNV, DIRECT TPA. WE DEPARTED THE PDK ARPT TO THE N, RWY HDG TO 3000 FT. WE CONTACTED DEP, CONTINUED THE CLB TO 5000 FT AND A R TURN TO A HDG OF 240 DEGS. I ASKED FOR HIGHER ALT, BUT THE CTLR INFORMED ME IT WOULD BE A LEAST 25 MI BEFORE I WOULD RECEIVE A CLRNC. I REQUESTED OPTIONS BE MADE AVAILABLE TO GET A HIGHER ALT SOONER. I WAS INFORMED AN E HDG WOULD ACHIEVE THIS. I TURNED R TO A HDG OF 090 DEGS, CLBING AND MAINTAINING 5000 FT. WE WERE IN LEVEL FLT JUST TO THE SW OF THE PDK ARPT ABOUT A MI OR SO. OUR FLYING TIME FROM WHEELS UP, 8 MINS. AGAIN WE REQUESTED HIGHER ALT. THE CTLR WAS UNABLE TO GIVE US A HIGHER ALT DUE TO INBOUND COMMERCIAL JET TFC. A COUPLE MINS PAST AND THE CTLR CALLED TFC AT 1 O'CLOCK, APPROX 3 MI, 6500 FT, UNCONFIRMED. TFC WAS SIGHTED (SINGLE ENG) IN THE APPROX AREA BUT LOWER THAN THE RPTED 6500 FT. JET TFC WAS ALSO SEEN GOING OVERHEAD AT 8000 FT. BEFORE WE REACHED THE SIGHTED TFC, A GLIDER BLURRED BY OUR R SIDE AND SLIGHTLY ABOVE US. WE NEVER SAW THE GLIDER UNTIL IT WAS PASSING BY OUR R WING. COMMENTS CAME FORWARD FROM OUR PAX, 'DID YOU SEE THE GLIDER,' ALONG WITH A COUPLE OF OOHS AND AAHS AS WE PASSED THE PLANE. IN MY OPINION, THE CTLR'S ATTITUDE DURING HIS HANDLING OF US WAS LESS THAN PROFESSIONAL. COMMENTS FROM THE CTLR WHEN WE ASKED FOR A HIGHER ALT THE FIRST TIME WERE, 'I DON'T WRITE THE PROCS I JUST WORK HERE,' AFTER THE NEAR MISS I INFORMED THE CTLR WHAT JUST HAPPENED AND I WAS GOING TO MAKE A RPT. THE CTLR RESPONDED, 'DO WHAT YOU THINK YOU HAVE TO DO.' HIS HOSTILE ATTITUDE CONTINUED UNTIL I CLRED CLASS B AIRSPACE AND CANCELED MY IFR FLT PLAN. THIS BEHAVIOR COMPROMISES SAFETY FOR ALL PARTIES INVOLVED. IT IS AMAZING THE PREFERENTIAL TREATMENT ATC GIVES TO THE COMMERCIAL JET TFC. UNTIL RECENTLY, I WAS FLYING JETS AND DID NOT REALIZE THE DISCRIMINATION THAT OCCURS WITH TURBOPROPS IN THE ATC SYS. TURBOPROPS ARE HIGH PERFORMANCE AIRPLANES AND SHOULD BE TREATED ACCORDINGLY. MUCH OF THIS COULD HAVE BEEN AVOIDED IF WE WERE ALLOWED TO CLB. PURPOSEFULLY KEEPING US OUT OF THE CLASS B AIRSPACE SO NOT TO PROVIDE US WITH POS SEPARATION IS RECKLESS. I AM NOT INTERESTED IN BECOMING A STATISTIC BEFORE SOMETHING IS DONE. SUPPLEMENTAL INFO FROM ACN 287559: PLT WAS ANGRY BECAUSE HE COULD NOT GET ON IFR CLB BECAUSE OF TFC. CTLR ISSUED TFC AT 1 O'CLOCK 2 MI UNKNOWN SQUAWKING VFR, ALT INDICATES 6600 FT. PLT RPTED TFC IN SIGHT, SAID TFC WAS AT 5500 OR 5000. PLT THEN CALLED ATC AFTER LNDG TO FILE A NEAR MID-AIR COLLISION. PLT COMPLAINED ABOUT ATC THE ENTIRE TIME HE WAS ON ATL RADIOS. GUESS HE FEELS THIS WILL GET HIM RESULTS.

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.