Narrative:

I departed ldj at XA20Z under VFR on a flight to millville, nj. I climbed to pattern altitude and departed linden in very clear VMC, navigating using visual, dead reckoning and pilotage combined with additional guidance from an IFR approved GPS. Before departure, I obtained the current ATIS from ewr, which is the nearest reporting station to linden, approximately 5.7 NM. ATIS informed me of LLWS and strong winds for departure and I also obtained the current altimeter setting from there also. I departed linden on runway 27 and climbed to pattern altitude of 800 ft MSL and after to 1400 ft MSL to remain below the class B airspace. After the 1500 ft floor the floor is at 3000 ft MSL and I continued the flight to 2900 ft MSL to avoid the moderate turbulence. I did not attempt to contact new york departure or approach since, having done the trip many times, they usually tell me 'remain clear of class B airspace, VFR advisories unavailable, contact mcguire approach in 20 mi.' as I was in the climb I observed several aircraft being vectored into newark for the ILS for runway 4. I maintained visual separation at all times and steered to the west to avoid being blown onto the runway 4 ILS glide path because of the 30 KT northwest wind. After I passed the limit of the class B airspace, I commenced a climb to 4500 ft MSL, the recommended cruise altitude for my heading. I observed a heavy aircraft pass over me at around 500 ft above my altitude and about 300 ft laterally. I had visual contact at all times with all aircraft on ATC vectors for ewr. After the heavy had passed above, I continued to climb to 4500 ft MSL and continued to millville without further delay. I arrived at millville and had 1 1/2 hours instruction on commercial flight maneuvers. When I came to depart millville, there was a note in my aircraft to call new york TRACON. This I did and the call was answered by a supervisor who immediately accused me of climbing through the class B floor without ATC clearance. Let me make this crystal clear: at no time did I ever, ever climb above the class B airspace floor. They accused me of climbing to 3500 ft MSL inside the 3000 ft class B ring, which I totally and utterly denied. He then threatened me with a report to 'gato' and I asked if the radar printout said I had climbed into class B airspace. He would not confirm or deny this, but said the TCASII in the heavy had sounded and the airliner had to pull up. I then got the impression that he obtained the radar printouts that actually showed I did not bust the class B airspace and he tried to get me to admit that what I had done was 'not in keeping with the best procedure' and implied that if I admitted this to him he would drop the matter and the report to 'gato' would be dropped. I admitted nothing and he told me the matter was dropped. End of conversation.

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Original NASA ASRS Text

Title: DURING A VECTORING DSCNT FOR AN ILS APCH, THE CAPT OF A WDB PULLED UP IN RESPONSE TO A TCASII RA AND THE VISUAL SIGHTING OF RPTR'S MOONEY ACFT 500 FT BELOW BUT BELOW THE FLOOR OF THE CLASS B AIRSPACE.

Narrative: I DEPARTED LDJ AT XA20Z UNDER VFR ON A FLT TO MILLVILLE, NJ. I CLBED TO PATTERN ALT AND DEPARTED LINDEN IN VERY CLR VMC, NAVING USING VISUAL, DEAD RECKONING AND PILOTAGE COMBINED WITH ADDITIONAL GUIDANCE FROM AN IFR APPROVED GPS. BEFORE DEP, I OBTAINED THE CURRENT ATIS FROM EWR, WHICH IS THE NEAREST RPTING STATION TO LINDEN, APPROX 5.7 NM. ATIS INFORMED ME OF LLWS AND STRONG WINDS FOR DEP AND I ALSO OBTAINED THE CURRENT ALTIMETER SETTING FROM THERE ALSO. I DEPARTED LINDEN ON RWY 27 AND CLBED TO PATTERN ALT OF 800 FT MSL AND AFTER TO 1400 FT MSL TO REMAIN BELOW THE CLASS B AIRSPACE. AFTER THE 1500 FT FLOOR THE FLOOR IS AT 3000 FT MSL AND I CONTINUED THE FLT TO 2900 FT MSL TO AVOID THE MODERATE TURB. I DID NOT ATTEMPT TO CONTACT NEW YORK DEP OR APCH SINCE, HAVING DONE THE TRIP MANY TIMES, THEY USUALLY TELL ME 'REMAIN CLR OF CLASS B AIRSPACE, VFR ADVISORIES UNAVAILABLE, CONTACT MCGUIRE APCH IN 20 MI.' AS I WAS IN THE CLB I OBSERVED SEVERAL ACFT BEING VECTORED INTO NEWARK FOR THE ILS FOR RWY 4. I MAINTAINED VISUAL SEPARATION AT ALL TIMES AND STEERED TO THE W TO AVOID BEING BLOWN ONTO THE RWY 4 ILS GLIDE PATH BECAUSE OF THE 30 KT NW WIND. AFTER I PASSED THE LIMIT OF THE CLASS B AIRSPACE, I COMMENCED A CLB TO 4500 FT MSL, THE RECOMMENDED CRUISE ALT FOR MY HDG. I OBSERVED A HVY ACFT PASS OVER ME AT AROUND 500 FT ABOVE MY ALT AND ABOUT 300 FT LATERALLY. I HAD VISUAL CONTACT AT ALL TIMES WITH ALL ACFT ON ATC VECTORS FOR EWR. AFTER THE HVY HAD PASSED ABOVE, I CONTINUED TO CLB TO 4500 FT MSL AND CONTINUED TO MILLVILLE WITHOUT FURTHER DELAY. I ARRIVED AT MILLVILLE AND HAD 1 1/2 HRS INSTRUCTION ON COMMERCIAL FLT MANEUVERS. WHEN I CAME TO DEPART MILLVILLE, THERE WAS A NOTE IN MY ACFT TO CALL NEW YORK TRACON. THIS I DID AND THE CALL WAS ANSWERED BY A SUPVR WHO IMMEDIATELY ACCUSED ME OF CLBING THROUGH THE CLASS B FLOOR WITHOUT ATC CLRNC. LET ME MAKE THIS CRYSTAL CLR: AT NO TIME DID I EVER, EVER CLB ABOVE THE CLASS B AIRSPACE FLOOR. THEY ACCUSED ME OF CLBING TO 3500 FT MSL INSIDE THE 3000 FT CLASS B RING, WHICH I TOTALLY AND UTTERLY DENIED. HE THEN THREATENED ME WITH A RPT TO 'GATO' AND I ASKED IF THE RADAR PRINTOUT SAID I HAD CLBED INTO CLASS B AIRSPACE. HE WOULD NOT CONFIRM OR DENY THIS, BUT SAID THE TCASII IN THE HVY HAD SOUNDED AND THE AIRLINER HAD TO PULL UP. I THEN GOT THE IMPRESSION THAT HE OBTAINED THE RADAR PRINTOUTS THAT ACTUALLY SHOWED I DID NOT BUST THE CLASS B AIRSPACE AND HE TRIED TO GET ME TO ADMIT THAT WHAT I HAD DONE WAS 'NOT IN KEEPING WITH THE BEST PROC' AND IMPLIED THAT IF I ADMITTED THIS TO HIM HE WOULD DROP THE MATTER AND THE RPT TO 'GATO' WOULD BE DROPPED. I ADMITTED NOTHING AND HE TOLD ME THE MATTER WAS DROPPED. END OF CONVERSATION.

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.