Narrative:

Feb/xx/95 about XA30 local time I called the gillespie field tower at san diego to get instructions on how to get a clearance for a IFR flight to burbank, ca, airport. They had told me on my arrival that afternoon that they closed at XA00 local time. I was planning on departing between XA30 and XB00 xa. I talked to the tower about the routing to file for bur and how to get my clearance. I was told to file direct to 'ocn VOR -- V23 to lax VOR -- the 316 degree radial of lax VOR to silex intersection -- direct bur'. To receive my clearance, I was to contact san diego approach on 124.35 on the ground if possible. If not, contact them after takeoff and stay at or below 5000 ft. I filed with FAA and tried to get my clearance on the ground but could not. I contacted approach for my clearance immediately after takeoff and turned right for ocn VOR. Approach acknowledged. They were busy and finally came back saying I had invaded class B airspace without a clearance. He then gave me my clearance and I proceeded to bur. This was my first time out of gillespie field and I did as the tower told me to do it. Callback conversation with reporter revealed the following information: the reporter stated the type aircraft was an aerostar. He reiterated that he had followed the instructions received via telephone from the gillespie tower about 1/2 hour before the tower closed. Though the WX was reported to have 15 mi visibility at and east of gillespie it was quite hazy to the west that night, the instruction to remain at or below 5000 ft has nothing to do with a class B airspace restr but rather was for the practical purpose of remaining below the lindbergh airliners whose arrival path brings them over gillespie at 6000 ft. He had filed his flight plan with FAA over the telephone. He tried to get the clearance on the ground but could not. The idea of calling and arranging for a release time did not occur to him, after he found he could not get his clearance through the airplane radio on the ground as the tower had suggested he probably could not: another way, was to pick the clearance up after airborne. The reason for the right turn off of runway 27R is there is a large hill to avoid with a left turn and that could be dangerous on a hazy night for a 1 pilot operated aerostar.

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Original NASA ASRS Text

Title: THE RPTR FLEW INTO THE CLASS B AIRSPACE WITHOUT A CLRNC.

Narrative: FEB/XX/95 ABOUT XA30 LCL TIME I CALLED THE GILLESPIE FIELD TWR AT SAN DIEGO TO GET INSTRUCTIONS ON HOW TO GET A CLRNC FOR A IFR FLT TO BURBANK, CA, ARPT. THEY HAD TOLD ME ON MY ARR THAT AFTERNOON THAT THEY CLOSED AT XA00 LCL TIME. I WAS PLANNING ON DEPARTING BTWN XA30 AND XB00 XA. I TALKED TO THE TWR ABOUT THE RTING TO FILE FOR BUR AND HOW TO GET MY CLRNC. I WAS TOLD TO FILE DIRECT TO 'OCN VOR -- V23 TO LAX VOR -- THE 316 DEG RADIAL OF LAX VOR TO SILEX INTXN -- DIRECT BUR'. TO RECEIVE MY CLRNC, I WAS TO CONTACT SAN DIEGO APCH ON 124.35 ON THE GND IF POSSIBLE. IF NOT, CONTACT THEM AFTER TKOF AND STAY AT OR BELOW 5000 FT. I FILED WITH FAA AND TRIED TO GET MY CLRNC ON THE GND BUT COULD NOT. I CONTACTED APCH FOR MY CLRNC IMMEDIATELY AFTER TKOF AND TURNED R FOR OCN VOR. APCH ACKNOWLEDGED. THEY WERE BUSY AND FINALLY CAME BACK SAYING I HAD INVADED CLASS B AIRSPACE WITHOUT A CLRNC. HE THEN GAVE ME MY CLRNC AND I PROCEEDED TO BUR. THIS WAS MY FIRST TIME OUT OF GILLESPIE FIELD AND I DID AS THE TWR TOLD ME TO DO IT. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE TYPE ACFT WAS AN AEROSTAR. HE REITERATED THAT HE HAD FOLLOWED THE INSTRUCTIONS RECEIVED VIA TELEPHONE FROM THE GILLESPIE TWR ABOUT 1/2 HR BEFORE THE TWR CLOSED. THOUGH THE WX WAS RPTED TO HAVE 15 MI VISIBILITY AT AND E OF GILLESPIE IT WAS QUITE HAZY TO THE W THAT NIGHT, THE INSTRUCTION TO REMAIN AT OR BELOW 5000 FT HAS NOTHING TO DO WITH A CLASS B AIRSPACE RESTR BUT RATHER WAS FOR THE PRACTICAL PURPOSE OF REMAINING BELOW THE LINDBERGH AIRLINERS WHOSE ARR PATH BRINGS THEM OVER GILLESPIE AT 6000 FT. HE HAD FILED HIS FLT PLAN WITH FAA OVER THE TELEPHONE. HE TRIED TO GET THE CLRNC ON THE GND BUT COULD NOT. THE IDEA OF CALLING AND ARRANGING FOR A RELEASE TIME DID NOT OCCUR TO HIM, AFTER HE FOUND HE COULD NOT GET HIS CLRNC THROUGH THE AIRPLANE RADIO ON THE GND AS THE TWR HAD SUGGESTED HE PROBABLY COULD NOT: ANOTHER WAY, WAS TO PICK THE CLRNC UP AFTER AIRBORNE. THE REASON FOR THE R TURN OFF OF RWY 27R IS THERE IS A LARGE HILL TO AVOID WITH A L TURN AND THAT COULD BE DANGEROUS ON A HAZY NIGHT FOR A 1 PLT OPERATED AEROSTAR.

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.