Narrative:

I departed emt in a citation on a typical IFR tower en route clearance to sna. My clearance read the runway 19 IFR procedure pdz, pdz 170 degree radial V-363, V-8 sli, direct. Shortly out of 2000 ft established on the 278 degree radial of pdz, I was in radio contact with socal and was radar contact with a 210 KT speed restr and maintain 4000 ft. Soon after, I was given radar vectors to intercept V-363 by socal, on a south easterly heading. I had just flown over a piper twin aztec which appeared to be within 500 ft below me and no warning advisory came from ATC. Within what appeared to be seconds later ATC gave me an immediate right turn to a heading of 280 degrees followed by king air north, turn left to a heading of 180 degrees. As I looked for traffic I saw a king air at 4000 ft out my 10:30 to 11 O'clock position on a direct converging collision course, who apparently never saw me. We were approximately less than a half a mi apart and closing at which time I had to increase bank to 55-60 degrees to avoid the king air. I asked ATC what happened and the controller's response was something like he had received a late handoff from a previous controller. I was then concerned about the aztec that I had previously flown over and had told ATC that a TA had not been given. I had then asked for two updates on this traffic and twice ATC responded 'I'll get back to you,' he never did. I called socal on my own and talked to a supervisor who knew a little about the incident and was in the process of pulling the tapes and listening to them. He said I would be contacted if there was an inquiry. I asked if I should file a report and he said no, it wouldn't be necessary. It is my opinion that controller error was responsible for putting myself and the passenger of both aircraft in immediate danger and risk of a possible midair collision. Follow up: the socal supervisor admitted a controller foul up.

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Original NASA ASRS Text

Title: AN IFR C550 FLC DISCOVERED THAT THEY WERE ON A CONVERGING COURSE WITH AN IFR BE02 AFTER THE CTLR HAD ISSUED AN IMMEDIATE R TURN. THE RPTR (PF) INCREASED BANK TO AT LEAST 55 DEGS IN ORDER TO AVOID THE BE02. THE C550 CAPT'S SUBSEQUENT PHONE REVIEW WITH ATC REVEALED THAT THE CTLR WAS RESPONSIBLE.

Narrative: I DEPARTED EMT IN A CITATION ON A TYPICAL IFR TWR ENRTE CLRNC TO SNA. MY CLRNC READ THE RWY 19 IFR PROC PDZ, PDZ 170 DEG RADIAL V-363, V-8 SLI, DIRECT. SHORTLY OUT OF 2000 FT ESTABLISHED ON THE 278 DEG RADIAL OF PDZ, I WAS IN RADIO CONTACT WITH SOCAL AND WAS RADAR CONTACT WITH A 210 KT SPD RESTR AND MAINTAIN 4000 FT. SOON AFTER, I WAS GIVEN RADAR VECTORS TO INTERCEPT V-363 BY SOCAL, ON A SOUTH EASTERLY HDG. I HAD JUST FLOWN OVER A PIPER TWIN AZTEC WHICH APPEARED TO BE WITHIN 500 FT BELOW ME AND NO WARNING ADVISORY CAME FROM ATC. WITHIN WHAT APPEARED TO BE SECONDS LATER ATC GAVE ME AN IMMEDIATE R TURN TO A HDG OF 280 DEGS FOLLOWED BY KING AIR N, TURN L TO A HDG OF 180 DEGS. AS I LOOKED FOR TFC I SAW A KING AIR AT 4000 FT OUT MY 10:30 TO 11 O'CLOCK POS ON A DIRECT CONVERGING COLLISION COURSE, WHO APPARENTLY NEVER SAW ME. WE WERE APPROX LESS THAN A HALF A MI APART AND CLOSING AT WHICH TIME I HAD TO INCREASE BANK TO 55-60 DEGS TO AVOID THE KING AIR. I ASKED ATC WHAT HAPPENED AND THE CTLR'S RESPONSE WAS SOMETHING LIKE HE HAD RECEIVED A LATE HDOF FROM A PREVIOUS CTLR. I WAS THEN CONCERNED ABOUT THE AZTEC THAT I HAD PREVIOUSLY FLOWN OVER AND HAD TOLD ATC THAT A TA HAD NOT BEEN GIVEN. I HAD THEN ASKED FOR TWO UPDATES ON THIS TFC AND TWICE ATC RESPONDED 'I'LL GET BACK TO YOU,' HE NEVER DID. I CALLED SOCAL ON MY OWN AND TALKED TO A SUPVR WHO KNEW A LITTLE ABOUT THE INCIDENT AND WAS IN THE PROCESS OF PULLING THE TAPES AND LISTENING TO THEM. HE SAID I WOULD BE CONTACTED IF THERE WAS AN INQUIRY. I ASKED IF I SHOULD FILE A RPT AND HE SAID NO, IT WOULDN'T BE NECESSARY. IT IS MY OPINION THAT CTLR ERROR WAS RESPONSIBLE FOR PUTTING MYSELF AND THE PAX OF BOTH ACFT IN IMMEDIATE DANGER AND RISK OF A POSSIBLE MIDAIR COLLISION. FOLLOW UP: THE SOCAL SUPVR ADMITTED A CTLR FOUL UP.

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.