Narrative:

Took off for maintenance flight from pwk to enw. ATIS visibility at the time of departure was 4 HF. Maintained VFR flight conditions between 1700-2500 ft MSL. Proceeded north. When clear of ord class B airspace, climbed VFR to 4500 ft. Tuned ATIS at enw and decided I would need an IFR clearance into enw. Obtained clearance from milwaukee approach and then was told to call chicago TRACON and given their phone number. Landed, called and talked with person who answered phone. He said that at 2400 ft when 2 mi north of northbrook VOR (obk) I came within a mi and less than 1000 ft of a jet on an approach to palwaukee (or waukegan, I can't remember). I said I was VMC and did not see the traffic he referred to. He said they turned the jet to avoid me and he said the jet was IMC at the time. I maintained that I was VFR all the way. He said that I should know that a lot of the IFR traffic is in the vicinity of obk at approximately my altitude and that the jet would have been 'all over me' if they had not turned him. Conversation above is substance and not verbatim. Callback conversation with reporter revealed the following information: reporter was flying a mooney M20K aircraft. When he flies north out of pwk he normally does not contact approach because he will not be in their airspace and most often they do not want to hear from someone leaving their airspace. He insists that he was VFR at all times. ATIS was issuing 3 mi haze and fog, bases 1200, scud. He feels that the jet may have considered him IMC when sighting him on TCASII and the jet was IMC. When near to his destination he felt WX was such that he would need the IFR clearance and he filed.

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Original NASA ASRS Text

Title: SMA DEPARTS BENEATH CLASS B AIRSPACE. ALLEGED TO HAVE CAUSED VECTOR OF ACR TO AVOID COLLISION.

Narrative: TOOK OFF FOR MAINT FLT FROM PWK TO ENW. ATIS VISIBILITY AT THE TIME OF DEP WAS 4 HF. MAINTAINED VFR FLT CONDITIONS BTWN 1700-2500 FT MSL. PROCEEDED N. WHEN CLR OF ORD CLASS B AIRSPACE, CLBED VFR TO 4500 FT. TUNED ATIS AT ENW AND DECIDED I WOULD NEED AN IFR CLRNC INTO ENW. OBTAINED CLRNC FROM MILWAUKEE APCH AND THEN WAS TOLD TO CALL CHICAGO TRACON AND GIVEN THEIR PHONE NUMBER. LANDED, CALLED AND TALKED WITH PERSON WHO ANSWERED PHONE. HE SAID THAT AT 2400 FT WHEN 2 MI N OF NORTHBROOK VOR (OBK) I CAME WITHIN A MI AND LESS THAN 1000 FT OF A JET ON AN APCH TO PALWAUKEE (OR WAUKEGAN, I CAN'T REMEMBER). I SAID I WAS VMC AND DID NOT SEE THE TFC HE REFERRED TO. HE SAID THEY TURNED THE JET TO AVOID ME AND HE SAID THE JET WAS IMC AT THE TIME. I MAINTAINED THAT I WAS VFR ALL THE WAY. HE SAID THAT I SHOULD KNOW THAT A LOT OF THE IFR TFC IS IN THE VICINITY OF OBK AT APPROX MY ALT AND THAT THE JET WOULD HAVE BEEN 'ALL OVER ME' IF THEY HAD NOT TURNED HIM. CONVERSATION ABOVE IS SUBSTANCE AND NOT VERBATIM. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR WAS FLYING A MOONEY M20K ACFT. WHEN HE FLIES N OUT OF PWK HE NORMALLY DOES NOT CONTACT APCH BECAUSE HE WILL NOT BE IN THEIR AIRSPACE AND MOST OFTEN THEY DO NOT WANT TO HEAR FROM SOMEONE LEAVING THEIR AIRSPACE. HE INSISTS THAT HE WAS VFR AT ALL TIMES. ATIS WAS ISSUING 3 MI HAZE AND FOG, BASES 1200, SCUD. HE FEELS THAT THE JET MAY HAVE CONSIDERED HIM IMC WHEN SIGHTING HIM ON TCASII AND THE JET WAS IMC. WHEN NEAR TO HIS DEST HE FELT WX WAS SUCH THAT HE WOULD NEED THE IFR CLRNC AND HE FILED.

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.