Narrative:

I departed islip, ny on a VFR flight to teterboro airport, nj. I picked up one passenger and made a flight to wilkes barre, PA airport, under an IFR flight plan. Visibility was marginal with unlimited ceiling. Before the return trip to teterboro, I filed a VFR flight plan by phone, then activated with flight service after takeoff. Still under wilkes barre departure, I had asked for 5500' MSL to avoid ground level which showed minimum clearance of 3100' MSL. On an easterly direction of about 120 degree magnetic after reporting level of 5500' MSL local control released me and I squawked 1200 on my transponder with altitude reporting, mode C. I asked for next control frequency and was told to try in about 10 mi, due to lapse in radar coverage. Tracking to the sparta VOR, I called ny center and asked for advisories about 35 mi from sparta. They issued me a squawk # and to identify. They said maintain 5500' and report altitude changes. The tailwind was strong, so chkpoints came very quickly. Upon reaching sparta VOR, I tuned to teterboro VOR and listened to the teterboro ATIS. At this time, I called the controller to let down. When controller responded they seemed surprised and told me to change frequency. When I called in, they issued me a new squawk and told me to descend quickly, which I did. After vectors, I approached and landed at teterboro, nj, and closed my flight plan. The tower at teterboro asked me to call an 800 phone #. The FAA rep told me of a conflict of TCA airspace. Also, a near miss was being declared by an airliner. I at no time saw any aircraft near mine, nor was any aircraft called out to me by ny center. The tailwinds had caused my ground track to be much greater than I expected. This may have used up the time I would usually have had to change from cruise flight to approach. I take flight safety very seriously and try to follow all far's and airspace controls to the letter. However, the ny area is very busy with air traffic and airspace controls. Pilots and controllers must work together and be watchful. Callback conversation with reporter revealed the following. Wind factors contributed to problem as reporter did not immediately recognize that ground speed was 30 KTS faster than usual. He was approaching TCA boundary much faster than anticipated. When delayed on contact with ATC, he continued flight into TCA. Never saw another aircraft. Did not receive traffic from ATC. When finally able to get through on frequency, he was immediately cleared to 2000'.

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Original NASA ASRS Text

Title: PENETRATION OF TCA. NMAC.

Narrative: I DEPARTED ISLIP, NY ON A VFR FLT TO TETERBORO ARPT, NJ. I PICKED UP ONE PAX AND MADE A FLT TO WILKES BARRE, PA ARPT, UNDER AN IFR FLT PLAN. VIS WAS MARGINAL WITH UNLIMITED CEILING. BEFORE THE RETURN TRIP TO TETERBORO, I FILED A VFR FLT PLAN BY PHONE, THEN ACTIVATED WITH FLT SVC AFTER TKOF. STILL UNDER WILKES BARRE DEP, I HAD ASKED FOR 5500' MSL TO AVOID GND LEVEL WHICH SHOWED MINIMUM CLRNC OF 3100' MSL. ON AN EASTERLY DIRECTION OF ABOUT 120 DEG MAGNETIC AFTER RPTING LEVEL OF 5500' MSL LCL CTL RELEASED ME AND I SQUAWKED 1200 ON MY XPONDER WITH ALT RPTING, MODE C. I ASKED FOR NEXT CTL FREQ AND WAS TOLD TO TRY IN ABOUT 10 MI, DUE TO LAPSE IN RADAR COVERAGE. TRACKING TO THE SPARTA VOR, I CALLED NY CENTER AND ASKED FOR ADVISORIES ABOUT 35 MI FROM SPARTA. THEY ISSUED ME A SQUAWK # AND TO IDENT. THEY SAID MAINTAIN 5500' AND RPT ALT CHANGES. THE TAILWIND WAS STRONG, SO CHKPOINTS CAME VERY QUICKLY. UPON REACHING SPARTA VOR, I TUNED TO TETERBORO VOR AND LISTENED TO THE TETERBORO ATIS. AT THIS TIME, I CALLED THE CTLR TO LET DOWN. WHEN CTLR RESPONDED THEY SEEMED SURPRISED AND TOLD ME TO CHANGE FREQ. WHEN I CALLED IN, THEY ISSUED ME A NEW SQUAWK AND TOLD ME TO DSND QUICKLY, WHICH I DID. AFTER VECTORS, I APCHED AND LANDED AT TETERBORO, NJ, AND CLOSED MY FLT PLAN. THE TWR AT TETERBORO ASKED ME TO CALL AN 800 PHONE #. THE FAA REP TOLD ME OF A CONFLICT OF TCA AIRSPACE. ALSO, A NEAR MISS WAS BEING DECLARED BY AN AIRLINER. I AT NO TIME SAW ANY ACFT NEAR MINE, NOR WAS ANY ACFT CALLED OUT TO ME BY NY CENTER. THE TAILWINDS HAD CAUSED MY GND TRACK TO BE MUCH GREATER THAN I EXPECTED. THIS MAY HAVE USED UP THE TIME I WOULD USUALLY HAVE HAD TO CHANGE FROM CRUISE FLT TO APCH. I TAKE FLT SAFETY VERY SERIOUSLY AND TRY TO FOLLOW ALL FAR'S AND AIRSPACE CTLS TO THE LETTER. HOWEVER, THE NY AREA IS VERY BUSY WITH AIR TFC AND AIRSPACE CTLS. PLTS AND CTLRS MUST WORK TOGETHER AND BE WATCHFUL. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING. WIND FACTORS CONTRIBUTED TO PROB AS RPTR DID NOT IMMEDIATELY RECOGNIZE THAT GND SPD WAS 30 KTS FASTER THAN USUAL. HE WAS APCHING TCA BOUNDARY MUCH FASTER THAN ANTICIPATED. WHEN DELAYED ON CONTACT WITH ATC, HE CONTINUED FLT INTO TCA. NEVER SAW ANOTHER ACFT. DID NOT RECEIVE TFC FROM ATC. WHEN FINALLY ABLE TO GET THROUGH ON FREQ, HE WAS IMMEDIATELY CLRED TO 2000'.

Data retrieved from NASA's ASRS site as of August 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.