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Pilot of a C414A cancels IFR because assigned altitude is in turbulence and unable to get higher. He causes two TCASII alerts for inbound acrs.
| Attributes | |
| ACN | 405194 |
| Time | |
| Date | 199806 |
| Day | Fri |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | atc facility : zny |
| State Reference | NY |
| Altitude | msl bound lower : 10000 msl bound upper : 10500 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | artcc : zny tracon : n90 |
| Operator | general aviation : corporate |
| Make Model Name | Chancellor 414A & C414 |
| Operating Under FAR Part | Part 91 |
| Flight Phase | climbout : intermediate altitude |
| Flight Plan | None |
| Aircraft 2 | |
| Operator | common carrier : air carrier |
| Make Model Name | Commercial Fixed Wing |
| Operating Under FAR Part | Part 121 |
| Flight Phase | descent other |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | Other |
| Function | flight crew : single pilot |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 80 flight time total : 7000 flight time type : 1000 |
| ASRS Report | 405194 |
| Person 2 | |
| Affiliation | government : faa |
| Function | controller : departure |
| Qualification | controller : radar |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
I departed teb IFR with a climb to 6000 ft. Routing eventually took us direct to allentown and then the victor airway to erie. Prior to reaching allentown, I had requested higher from new york approach, since turbulence was moderate at 6000 ft. New york said they couldn't get me higher since the agreement with allentown approach required me to be at 6000 ft. I could request higher from allentown. In an effort to get out of the turbulence, I canceled my IFR and climb VFR continuing radar services. New york handed me off to allentown. I informed them I was climbing to 10500 ft. They said they would try to work the handoff to ZNY. After leaving 9000 ft they said they couldn't work the handoff, squawk VFR, and I could try contacting ny on 133.5. I monitored ZNY, but didn't call right away since the frequency was extremely busy and I couldn't get a word in. As I was climbing out of 10000 ft I heard (and saw) an air carrier a flight announce that they were returning to 11000 ft since they got an RA on their TCASII. Ny acknowledged and said their traffic was off their left, (climbing through) 10000 ft and 2 mi. The impression I had was that the air carrier a flight was descending and stopped its descent. A few mins later, when I was level at 10500 ft I heard (and saw) an air carrier B flight say it would stop its descent at 11500 ft since it had a TCASII warning. Ny acknowledged and again said it had that traffic (me) off their left. By now I figured out I was probably on an inbound arrival corridor and changed my heading to side step the path. I eventually called new york and got VFR advisories and then an IFR for the continuation of my flight. Neither occurrence produced a safety hazard. However I'm sure that both airline crews had some concerns. Problem resolution: if I had been able to establish radio contact with new york for VFR advisories, ny would have undoubtedly issued the TA's to the air carrier flts. Additionally, I was surprised that new york didn't issue the advisories since they acknowledged they had the target when the acrs reported it on their TCASII.
Original NASA ASRS Text
Title: PLT OF A C414A CANCELS IFR BECAUSE ASSIGNED ALT IS IN TURB AND UNABLE TO GET HIGHER. HE CAUSES TWO TCASII ALERTS FOR INBOUND ACRS.
Narrative: I DEPARTED TEB IFR WITH A CLB TO 6000 FT. ROUTING EVENTUALLY TOOK US DIRECT TO ALLENTOWN AND THEN THE VICTOR AIRWAY TO ERIE. PRIOR TO REACHING ALLENTOWN, I HAD REQUESTED HIGHER FROM NEW YORK APCH, SINCE TURB WAS MODERATE AT 6000 FT. NEW YORK SAID THEY COULDN'T GET ME HIGHER SINCE THE AGREEMENT WITH ALLENTOWN APCH REQUIRED ME TO BE AT 6000 FT. I COULD REQUEST HIGHER FROM ALLENTOWN. IN AN EFFORT TO GET OUT OF THE TURB, I CANCELED MY IFR AND CLB VFR CONTINUING RADAR SVCS. NEW YORK HANDED ME OFF TO ALLENTOWN. I INFORMED THEM I WAS CLBING TO 10500 FT. THEY SAID THEY WOULD TRY TO WORK THE HDOF TO ZNY. AFTER LEAVING 9000 FT THEY SAID THEY COULDN'T WORK THE HDOF, SQUAWK VFR, AND I COULD TRY CONTACTING NY ON 133.5. I MONITORED ZNY, BUT DIDN'T CALL RIGHT AWAY SINCE THE FREQ WAS EXTREMELY BUSY AND I COULDN'T GET A WORD IN. AS I WAS CLBING OUT OF 10000 FT I HEARD (AND SAW) AN ACR A FLT ANNOUNCE THAT THEY WERE RETURNING TO 11000 FT SINCE THEY GOT AN RA ON THEIR TCASII. NY ACKNOWLEDGED AND SAID THEIR TFC WAS OFF THEIR L, (CLBING THROUGH) 10000 FT AND 2 MI. THE IMPRESSION I HAD WAS THAT THE ACR A FLT WAS DSNDING AND STOPPED ITS DSCNT. A FEW MINS LATER, WHEN I WAS LEVEL AT 10500 FT I HEARD (AND SAW) AN ACR B FLT SAY IT WOULD STOP ITS DSCNT AT 11500 FT SINCE IT HAD A TCASII WARNING. NY ACKNOWLEDGED AND AGAIN SAID IT HAD THAT TFC (ME) OFF THEIR L. BY NOW I FIGURED OUT I WAS PROBABLY ON AN INBOUND ARR CORRIDOR AND CHANGED MY HEADING TO SIDE STEP THE PATH. I EVENTUALLY CALLED NEW YORK AND GOT VFR ADVISORIES AND THEN AN IFR FOR THE CONTINUATION OF MY FLT. NEITHER OCCURRENCE PRODUCED A SAFETY HAZARD. HOWEVER I'M SURE THAT BOTH AIRLINE CREWS HAD SOME CONCERNS. PROB RESOLUTION: IF I HAD BEEN ABLE TO ESTABLISH RADIO CONTACT WITH NEW YORK FOR VFR ADVISORIES, NY WOULD HAVE UNDOUBTEDLY ISSUED THE TA'S TO THE ACR FLTS. ADDITIONALLY, I WAS SURPRISED THAT NEW YORK DIDN'T ISSUE THE ADVISORIES SINCE THEY ACKNOWLEDGED THEY HAD THE TARGET WHEN THE ACRS RPTED IT ON THEIR TCASII.
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.