Narrative:

I was flying grumman AA5A from georgetown, tx (TO4) to ponca city, ok (pnc). I took off and proceeded northbound, contacting gray approach and requested flight following to pnc. I was given a squawk and proceeded on course to act, thence to the dfw area. I was handed off to regional approach, cleared into the class B airspace and diverted to the west to avoid the dfw airport area, being told that I would later receive a vector taking me toward denton, tx. I diverted as instructed and flew the given heading and altitude of 3500 ft using the current altimeter setting furnished by regional approach. I am not sure of the time, but it was approximately XA40Z that I saw a commercial airliner very close at my 1 O'clock position and slightly high. I started a descent to avoid the airliner and it started what appeared to be a rapid descending left turn which put him on a collision course with me. I immediately went into about a 90 degree right bank descending because I thought that I would certainly encounter some jetwash after he passed me. However, I did not. As my nose was swinging to the right and sweeping along the entire body of the jet, I saw that it was a B-737 aircraft. I would estimate that we missed each other by no more than 150 ft. That estimate comes from 23 yrs in the united states air force with several yrs of close, fighter type formation flying, and yrs of air refuelings, so I think that my estimate of distance is fairly accurate. Being that close to another aircraft is nothing new to me. However, I dislike 2 aircraft trying to occupy the same airspace at the same time, especially if one of them is mine! After I regained heading and altitude I told regional approach that I had just had a near collision and had had to perform violent evasive action to avoid contact with the airline jet. All I got was a 'roger.' I proceeded on the assigned heading and when I was given a handoff frequency I inquired if there wasn't some indication on approach's equipment which indicated an unsafe condition and possible collision. At this time another controller answered and said the situation was being investigated. I am also wondering why the airliner's TCASII didn't alert him, but it was probably because I was never directly in front of him. I was off to his left, and when he went into his descending left turn I never would have been directly in front of him until impact, and I am sure that there would have been an impact if I hadn't taken the evasive action which I did. I think that the original controller may have been in training, and/or under some strain. His speech was stressful and instructions were given in a staccato manner when there was no need for that type of delivery because it didn't seem to be that busy. I think that he was perhaps relieved by his supervisor after the incident.

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Original NASA ASRS Text

Title: NMAC. A NO FLT PLAN ACFT BEING VECTORED THROUGH CLASS B AIRSPACE HAS AN NMAC WITH AN ACR.

Narrative: I WAS FLYING GRUMMAN AA5A FROM GEORGETOWN, TX (TO4) TO PONCA CITY, OK (PNC). I TOOK OFF AND PROCEEDED NBOUND, CONTACTING GRAY APCH AND REQUESTED FLT FOLLOWING TO PNC. I WAS GIVEN A SQUAWK AND PROCEEDED ON COURSE TO ACT, THENCE TO THE DFW AREA. I WAS HANDED OFF TO REGIONAL APCH, CLRED INTO THE CLASS B AIRSPACE AND DIVERTED TO THE W TO AVOID THE DFW ARPT AREA, BEING TOLD THAT I WOULD LATER RECEIVE A VECTOR TAKING ME TOWARD DENTON, TX. I DIVERTED AS INSTRUCTED AND FLEW THE GIVEN HDG AND ALT OF 3500 FT USING THE CURRENT ALTIMETER SETTING FURNISHED BY REGIONAL APCH. I AM NOT SURE OF THE TIME, BUT IT WAS APPROX XA40Z THAT I SAW A COMMERCIAL AIRLINER VERY CLOSE AT MY 1 O'CLOCK POS AND SLIGHTLY HIGH. I STARTED A DSCNT TO AVOID THE AIRLINER AND IT STARTED WHAT APPEARED TO BE A RAPID DSNDING L TURN WHICH PUT HIM ON A COLLISION COURSE WITH ME. I IMMEDIATELY WENT INTO ABOUT A 90 DEG R BANK DSNDING BECAUSE I THOUGHT THAT I WOULD CERTAINLY ENCOUNTER SOME JETWASH AFTER HE PASSED ME. HOWEVER, I DID NOT. AS MY NOSE WAS SWINGING TO THE R AND SWEEPING ALONG THE ENTIRE BODY OF THE JET, I SAW THAT IT WAS A B-737 ACFT. I WOULD ESTIMATE THAT WE MISSED EACH OTHER BY NO MORE THAN 150 FT. THAT ESTIMATE COMES FROM 23 YRS IN THE UNITED STATES AIR FORCE WITH SEVERAL YRS OF CLOSE, FIGHTER TYPE FORMATION FLYING, AND YRS OF AIR REFUELINGS, SO I THINK THAT MY ESTIMATE OF DISTANCE IS FAIRLY ACCURATE. BEING THAT CLOSE TO ANOTHER ACFT IS NOTHING NEW TO ME. HOWEVER, I DISLIKE 2 ACFT TRYING TO OCCUPY THE SAME AIRSPACE AT THE SAME TIME, ESPECIALLY IF ONE OF THEM IS MINE! AFTER I REGAINED HDG AND ALT I TOLD REGIONAL APCH THAT I HAD JUST HAD A NEAR COLLISION AND HAD HAD TO PERFORM VIOLENT EVASIVE ACTION TO AVOID CONTACT WITH THE AIRLINE JET. ALL I GOT WAS A 'ROGER.' I PROCEEDED ON THE ASSIGNED HDG AND WHEN I WAS GIVEN A HDOF FREQ I INQUIRED IF THERE WASN'T SOME INDICATION ON APCH'S EQUIP WHICH INDICATED AN UNSAFE CONDITION AND POSSIBLE COLLISION. AT THIS TIME ANOTHER CTLR ANSWERED AND SAID THE SIT WAS BEING INVESTIGATED. I AM ALSO WONDERING WHY THE AIRLINER'S TCASII DIDN'T ALERT HIM, BUT IT WAS PROBABLY BECAUSE I WAS NEVER DIRECTLY IN FRONT OF HIM. I WAS OFF TO HIS L, AND WHEN HE WENT INTO HIS DSNDING L TURN I NEVER WOULD HAVE BEEN DIRECTLY IN FRONT OF HIM UNTIL IMPACT, AND I AM SURE THAT THERE WOULD HAVE BEEN AN IMPACT IF I HADN'T TAKEN THE EVASIVE ACTION WHICH I DID. I THINK THAT THE ORIGINAL CTLR MAY HAVE BEEN IN TRAINING, AND/OR UNDER SOME STRAIN. HIS SPEECH WAS STRESSFUL AND INSTRUCTIONS WERE GIVEN IN A STACCATO MANNER WHEN THERE WAS NO NEED FOR THAT TYPE OF DELIVERY BECAUSE IT DIDN'T SEEM TO BE THAT BUSY. I THINK THAT HE WAS PERHAPS RELIEVED BY HIS SUPVR AFTER THE INCIDENT.

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.