Narrative:

The problem seemed to be IFR clearance conflict, which led to IFR clearance distance violation from another aircraft. It was a clear day with perfect VFR weather. I called FSS on early afternoon and got a good forecast. I called again for final briefing at the airport at XA30 and the briefer recommended IFR filing due to low ceiling at my destination airport. He said that normal route is brezy-V39-cmk-V188-tmu-owd. So I filed with him and then opened the charts, studied and marked that route. I then called clearance delivery and the clearance I heard (wrote down and repeated), cleared to norwood, direct brezy-V39-cmk-V3-hfd-fossy direct owd, squawk XXXX, climb 1500 ft, expect 7000 in 10 min, departure frequency 119.2. After takeoff and switching to departure frequency per the tower instruction I got, climb 1500 ft. I climbed to 1500 ft and then turned to brezy. It was a clear day and I saw an airplane on a landing course about 2 mi north of me. The departure controller called me and asked me to call him on the phone after landing at my destination. I called him and he told me that there was an IFR distance separation violation between me and the landing airplane, and that I was supposed to be on the SID, teb 5 and I violated it. I told him that I followed my clearance and that I saw the other airplane at all time. He said that even though we were safe at VFR separation, since both were on IFR plans, he has to report it. I don't think that I violated my IFR clearance, but I would recommend that departure controller will add direction instruction (or SID) to its altitude order. That would eliminate confusion when they think that the pilot is on a particular SID and he is on another course due to mistake/misunderstanding of the pilot or the controller.

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Original NASA ASRS Text

Title: A PA34 PLT HAS A DISAGREEMENT WITH THE N90 CTLR AS TO WHAT THE CLRNC WAS.

Narrative: THE PROB SEEMED TO BE IFR CLRNC CONFLICT, WHICH LED TO IFR CLRNC DISTANCE VIOLATION FROM ANOTHER ACFT. IT WAS A CLR DAY WITH PERFECT VFR WEATHER. I CALLED FSS ON EARLY AFTERNOON AND GOT A GOOD FORECAST. I CALLED AGAIN FOR FINAL BRIEFING AT THE ARPT AT XA30 AND THE BRIEFER RECOMMENDED IFR FILING DUE TO LOW CEILING AT MY DEST ARPT. HE SAID THAT NORMAL RTE IS BREZY-V39-CMK-V188-TMU-OWD. SO I FILED WITH HIM AND THEN OPENED THE CHARTS, STUDIED AND MARKED THAT RTE. I THEN CALLED CLRNC DELIVERY AND THE CLRNC I HEARD (WROTE DOWN AND REPEATED), CLRED TO NORWOOD, DIRECT BREZY-V39-CMK-V3-HFD-FOSSY DIRECT OWD, SQUAWK XXXX, CLB 1500 FT, EXPECT 7000 IN 10 MIN, DEP FREQUENCY 119.2. AFTER TKOF AND SWITCHING TO DEP FREQUENCY PER THE TWR INSTRUCTION I GOT, CLB 1500 FT. I CLBED TO 1500 FT AND THEN TURNED TO BREZY. IT WAS A CLR DAY AND I SAW AN AIRPLANE ON A LNDG COURSE ABOUT 2 MI N OF ME. THE DEP CTLR CALLED ME AND ASKED ME TO CALL HIM ON THE PHONE AFTER LNDG AT MY DEST. I CALLED HIM AND HE TOLD ME THAT THERE WAS AN IFR DISTANCE SEPARATION VIOLATION BETWEEN ME AND THE LNDG AIRPLANE, AND THAT I WAS SUPPOSED TO BE ON THE SID, TEB 5 AND I VIOLATED IT. I TOLD HIM THAT I FOLLOWED MY CLRNC AND THAT I SAW THE OTHER AIRPLANE AT ALL TIME. HE SAID THAT EVEN THOUGH WE WERE SAFE AT VFR SEPARATION, SINCE BOTH WERE ON IFR PLANS, HE HAS TO RPT IT. I DON'T THINK THAT I VIOLATED MY IFR CLRNC, BUT I WOULD RECOMMEND THAT DEP CTLR WILL ADD DIRECTION INSTRUCTION (OR SID) TO ITS ALT ORDER. THAT WOULD ELIMINATE CONFUSION WHEN THEY THINK THAT THE PLT IS ON A PARTICULAR SID AND HE IS ON ANOTHER COURSE DUE TO MISTAKE/MISUNDERSTANDING OF THE PLT OR THE CTLR.

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.