Narrative:

I had just departed dto; via a left turnout and downwind departure off runway 35. As I climbed sbound; I listened as a pilot made contact with dto. This aircraft stated he was southeast of the field inbound. My departure clearance was to the ssw back to my home-field. As I continued to climb; tower advised the conflict traffic that he did not have him in sight. The conflict traffic reiterated his position; southeast. The conflict occurred as I was passing through 2000 ft MSL; approximately 5 mi ssw of the field. The conflict traffic was directly at my 1 O'clock position high; heading in the direct opposite direction approximately 100 ft in front of me and 100 ft above me. I was close enough to notice the paint scheme of the aircraft. Evasive action was taken by briskly pushing forward on the yoke to arrest my climb and briefly descend. The conflicting traffic accidentally keyed his microphone and what was heard in an elevated tone was 'I got him.' as the conflicting traffic made this announcement; he must have realized he was southwest of the field; not southeast of the field; because he immediately advised tower he was southwest of the field. As this transmission ended tower advised the conflicting traffic that I was swbound in his vicinity. I was clearing the delta airspace at denton and requested frequency change with no further communication to the tower. I feel the problem to this safety infraction was due to the fact the conflicting traffic inaccurately reported his position on several occasions and in doing so caused a close traffic conflict. Solutions to the problem would be radar services at dto; a very busy GA airport. I was vigilantly scanning the skies with a 'see and avoid' mentality as always. This was too close; too late for my comfort zone. The tower was also vigilant and advised the conflicting traffic of my location once the conflict traffic positively idented his location.

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Original NASA ASRS Text

Title: 2 SINGLE ENG HIGH WINGED ACFT; ONE DEPARTING AND ONE ARRIVING; HAD AN NMAC NEAR DTO. THE ARRIVING ACFT INCORRECTLY RPTED ITS POS.

Narrative: I HAD JUST DEPARTED DTO; VIA A L TURNOUT AND DOWNWIND DEP OFF RWY 35. AS I CLBED SBOUND; I LISTENED AS A PLT MADE CONTACT WITH DTO. THIS ACFT STATED HE WAS SE OF THE FIELD INBOUND. MY DEP CLRNC WAS TO THE SSW BACK TO MY HOME-FIELD. AS I CONTINUED TO CLB; TWR ADVISED THE CONFLICT TFC THAT HE DID NOT HAVE HIM IN SIGHT. THE CONFLICT TFC REITERATED HIS POS; SE. THE CONFLICT OCCURRED AS I WAS PASSING THROUGH 2000 FT MSL; APPROX 5 MI SSW OF THE FIELD. THE CONFLICT TFC WAS DIRECTLY AT MY 1 O'CLOCK POS HIGH; HDG IN THE DIRECT OPPOSITE DIRECTION APPROX 100 FT IN FRONT OF ME AND 100 FT ABOVE ME. I WAS CLOSE ENOUGH TO NOTICE THE PAINT SCHEME OF THE ACFT. EVASIVE ACTION WAS TAKEN BY BRISKLY PUSHING FORWARD ON THE YOKE TO ARREST MY CLB AND BRIEFLY DSND. THE CONFLICTING TFC ACCIDENTALLY KEYED HIS MIKE AND WHAT WAS HEARD IN AN ELEVATED TONE WAS 'I GOT HIM.' AS THE CONFLICTING TFC MADE THIS ANNOUNCEMENT; HE MUST HAVE REALIZED HE WAS SW OF THE FIELD; NOT SE OF THE FIELD; BECAUSE HE IMMEDIATELY ADVISED TWR HE WAS SW OF THE FIELD. AS THIS XMISSION ENDED TWR ADVISED THE CONFLICTING TFC THAT I WAS SWBOUND IN HIS VICINITY. I WAS CLRING THE DELTA AIRSPACE AT DENTON AND REQUESTED FREQ CHANGE WITH NO FURTHER COM TO THE TWR. I FEEL THE PROB TO THIS SAFETY INFRACTION WAS DUE TO THE FACT THE CONFLICTING TFC INACCURATELY RPTED HIS POS ON SEVERAL OCCASIONS AND IN DOING SO CAUSED A CLOSE TFC CONFLICT. SOLUTIONS TO THE PROB WOULD BE RADAR SVCS AT DTO; A VERY BUSY GA ARPT. I WAS VIGILANTLY SCANNING THE SKIES WITH A 'SEE AND AVOID' MENTALITY AS ALWAYS. THIS WAS TOO CLOSE; TOO LATE FOR MY COMFORT ZONE. THE TWR WAS ALSO VIGILANT AND ADVISED THE CONFLICTING TFC OF MY LOCATION ONCE THE CONFLICT TFC POSITIVELY IDENTED HIS LOCATION.

Data retrieved from NASA's ASRS site as of May 2009 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.