Narrative:

At approximately XX20 PDT, I was returning to santa monica, ca, airport from san diego, flying a light twin. Flight following had been utilized throughout. Approaching lax, from the south, I requested, and was cleared for the 'shoreline approach' at 2500 ft. This requires a clearance since it is in controled airspace (class B). Crossing just west of the south runway complex at 2500 ft and about 1/2 mi offshore, I saw a pair of landing lights approaching rapidly from my 1-2 O'clock position, and climbing toward me rapidly. I took evasive action because the 'shoreline approach' restricts departing aircraft to 2000 ft. Just as the twin-turboprop passed directly underneath, its crew radioed to departure control that they had leveled at 2200 ft just in time to avoid an aircraft. Socal asked if they had received a 2000 ft restr, to which they replied in the negative. After landing, I called the socal supervisor who promised to follow-up. We spoke several days later after the tapes were received and the captain of the commuter flight was contacted. The tapes revealed that the initial clearance from clearance delivery was to 3000 ft. However, at the time of the takeoff release, a 2000 ft restr was given. The takeoff clearance was acknowledged by the crew, but not the altitude restr, which they deny hearing. According to socal approach, this is the second such incident in the past month! I believe that acknowledging a restr on release, should be mandatory for this type of operation, as well as increased vigilance on the part of pilots utilizing the shoreline approach.

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Original NASA ASRS Text

Title: NMAC BTWN AN SMA TWIN LEVEL OFF LAX SHORELINE AND AN ATX TURBOPROP COMMUTER CLBING UP THROUGH THE TWIN'S ALT.

Narrative: AT APPROX XX20 PDT, I WAS RETURNING TO SANTA MONICA, CA, ARPT FROM SAN DIEGO, FLYING A LIGHT TWIN. FLT FOLLOWING HAD BEEN UTILIZED THROUGHOUT. APCHING LAX, FROM THE S, I REQUESTED, AND WAS CLRED FOR THE 'SHORELINE APCH' AT 2500 FT. THIS REQUIRES A CLRNC SINCE IT IS IN CTLED AIRSPACE (CLASS B). XING JUST W OF THE S RWY COMPLEX AT 2500 FT AND ABOUT 1/2 MI OFFSHORE, I SAW A PAIR OF LNDG LIGHTS APCHING RAPIDLY FROM MY 1-2 O'CLOCK POS, AND CLBING TOWARD ME RAPIDLY. I TOOK EVASIVE ACTION BECAUSE THE 'SHORELINE APCH' RESTRICTS DEPARTING ACFT TO 2000 FT. JUST AS THE TWIN-TURBOPROP PASSED DIRECTLY UNDERNEATH, ITS CREW RADIOED TO DEP CTL THAT THEY HAD LEVELED AT 2200 FT JUST IN TIME TO AVOID AN ACFT. SOCAL ASKED IF THEY HAD RECEIVED A 2000 FT RESTR, TO WHICH THEY REPLIED IN THE NEGATIVE. AFTER LNDG, I CALLED THE SOCAL SUPVR WHO PROMISED TO FOLLOW-UP. WE SPOKE SEVERAL DAYS LATER AFTER THE TAPES WERE RECEIVED AND THE CAPT OF THE COMMUTER FLT WAS CONTACTED. THE TAPES REVEALED THAT THE INITIAL CLRNC FROM CLRNC DELIVERY WAS TO 3000 FT. HOWEVER, AT THE TIME OF THE TKOF RELEASE, A 2000 FT RESTR WAS GIVEN. THE TKOF CLRNC WAS ACKNOWLEDGED BY THE CREW, BUT NOT THE ALT RESTR, WHICH THEY DENY HEARING. ACCORDING TO SOCAL APCH, THIS IS THE SECOND SUCH INCIDENT IN THE PAST MONTH! I BELIEVE THAT ACKNOWLEDGING A RESTR ON RELEASE, SHOULD BE MANDATORY FOR THIS TYPE OF OP, AS WELL AS INCREASED VIGILANCE ON THE PART OF PLTS UTILIZING THE SHORELINE APCH.

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.