Narrative:

Had in-flight decompression at 17000 ft. Requested 11000 ft reported problem to ZLA. Cruising at 11000 ft coming into phoenix I requested 200 degree deviation to the right for cu buildup. I was given deviation, joined STAR 179 degrees off flagstaff and was told I was off course 4 mi. I disagreed. Reported my cockpit indications and was told if I can't fly IFR rtes I shouldn't file IFR. I told the approach controller I had had decompression. He said he did not know this. I was upset and reported seeing dvt airport, but was wrong. Went back to center and he was really upset with me. Told me to call approach after landing at dvt. I did and explained the problems as best I could. Approach controller was very upset and told me how important traffic flow into a busy airport is. I am very interested to review tape as an aid to understanding myself in a very high stress painful situation. Don't know if violation will be filed. I was unfamiliar and should not have allowed this man to intimidate me into a mistake. I will not allow this to happen again. Callback conversation with reporter revealed the following information: the reporter states that he was initially was off course due to thunderstorm avoidance, but ZLA did not pass this along to phx approach nor did they report that he had lost pressurization. After landing at dvt he discovered the overflow valve had failed in the open position and there were no parts available for his beechcraft king air 100 at dvt. He then called phx approach. The first person that he talked to at phx approach sounded like the controller that he had the airborne confrontation with while inbound. After getting into another heated discussion with this person, he then talked to a supervisor about the problem. The supervisor said that the center had not told the approach control about the loss of pressurization or of the diversion for WX. The supervisor apologized about the situation when the reporter told him that the controller reported him east of course and then attempted to vector him further east (150 degrees) to intercept. Later that week the reporter returned to phx from the east (lvs) and upon initial contact was told that he was off course. After xchking his VOR and GPS indications he again said that his equipment showed that he was on course. A few mins later the controller reported that he was on course now. His on course readings were the same as before.

Related reports:

Google
 

Original NASA ASRS Text

Title: DEV FROM CLRNC - WX AVOIDANCE ARTCC TRACON INTERFAC COORD. GA PLT WAS INITIALLY OFF COURSE FOR WX, BUT APCH CTLR DID NOT KNOW WHY. THIS WAS THE START OF A CONFRONTATION BTWN THE 2.

Narrative: HAD INFLT DECOMPRESSION AT 17000 FT. REQUESTED 11000 FT RPTED PROB TO ZLA. CRUISING AT 11000 FT COMING INTO PHOENIX I REQUESTED 200 DEG DEV TO THE R FOR CU BUILDUP. I WAS GIVEN DEV, JOINED STAR 179 DEGS OFF FLAGSTAFF AND WAS TOLD I WAS OFF COURSE 4 MI. I DISAGREED. RPTED MY COCKPIT INDICATIONS AND WAS TOLD IF I CAN'T FLY IFR RTES I SHOULDN'T FILE IFR. I TOLD THE APCH CTLR I HAD HAD DECOMPRESSION. HE SAID HE DID NOT KNOW THIS. I WAS UPSET AND RPTED SEEING DVT ARPT, BUT WAS WRONG. WENT BACK TO CTR AND HE WAS REALLY UPSET WITH ME. TOLD ME TO CALL APCH AFTER LNDG AT DVT. I DID AND EXPLAINED THE PROBS AS BEST I COULD. APCH CTLR WAS VERY UPSET AND TOLD ME HOW IMPORTANT TFC FLOW INTO A BUSY ARPT IS. I AM VERY INTERESTED TO REVIEW TAPE AS AN AID TO UNDERSTANDING MYSELF IN A VERY HIGH STRESS PAINFUL SIT. DON'T KNOW IF VIOLATION WILL BE FILED. I WAS UNFAMILIAR AND SHOULD NOT HAVE ALLOWED THIS MAN TO INTIMIDATE ME INTO A MISTAKE. I WILL NOT ALLOW THIS TO HAPPEN AGAIN. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATES THAT HE WAS INITIALLY WAS OFF COURSE DUE TO TSTM AVOIDANCE, BUT ZLA DID NOT PASS THIS ALONG TO PHX APCH NOR DID THEY RPT THAT HE HAD LOST PRESSURIZATION. AFTER LNDG AT DVT HE DISCOVERED THE OVERFLOW VALVE HAD FAILED IN THE OPEN POS AND THERE WERE NO PARTS AVAILABLE FOR HIS BEECHCRAFT KING AIR 100 AT DVT. HE THEN CALLED PHX APCH. THE FIRST PERSON THAT HE TALKED TO AT PHX APCH SOUNDED LIKE THE CTLR THAT HE HAD THE AIRBORNE CONFRONTATION WITH WHILE INBOUND. AFTER GETTING INTO ANOTHER HEATED DISCUSSION WITH THIS PERSON, HE THEN TALKED TO A SUPVR ABOUT THE PROB. THE SUPVR SAID THAT THE CTR HAD NOT TOLD THE APCH CTL ABOUT THE LOSS OF PRESSURIZATION OR OF THE DIVERSION FOR WX. THE SUPVR APOLOGIZED ABOUT THE SIT WHEN THE RPTR TOLD HIM THAT THE CTLR RPTED HIM E OF COURSE AND THEN ATTEMPTED TO VECTOR HIM FURTHER E (150 DEGS) TO INTERCEPT. LATER THAT WK THE RPTR RETURNED TO PHX FROM THE E (LVS) AND UPON INITIAL CONTACT WAS TOLD THAT HE WAS OFF COURSE. AFTER XCHKING HIS VOR AND GPS INDICATIONS HE AGAIN SAID THAT HIS EQUIP SHOWED THAT HE WAS ON COURSE. A FEW MINS LATER THE CTLR RPTED THAT HE WAS ON COURSE NOW. HIS ON COURSE READINGS WERE THE SAME AS BEFORE.

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.