Narrative:

I was climbing east; just north of the lax class B; to get high enough to turn on course (southeast). When climbing out of 8;000 I requested a bravo clearance if they could work it out; I was getting advisories. The controller checked; came back on line; and told me the next controller would have the bravo. I contacted then new controller and was told to fly heading 070; which was about what I was on anyway. At 10;000; just at the top of the bravo; I asked about a turn on course. The controller said if I descended to 9;500 I could turn right; but that would put me in the bravo; and did not offer a bravo clearance. If I kept flying east; I could turn to the east of the bravo at 9;500; but that would put me in sna's traffic flow and keep me down low until past sna; another 30 or 40 NM. I elected to keep climbing and asked at 11;000 for a turn and the controller told me to fly heading 070. At 12;000 I asked again; and the controller told me the same thing; and that he/she had la arrivals traffic; and fly heading 070. I advised I was going to turn on course. The controller said he/she had an airliner descending out of 12;000 ft six miles away; and at the time I was climbing out of 12;300; and I mentioned that to the controller. Then the controller said that if I wasn't going to 'follow instructions' he/she was going to terminate advisories; and told me squawk 1200. I responded 'that's ok; but I think it would be better if we continued communicating.' about two or three minutes later a new controller came on line and asked me to call them when I landed so we could talk about my not following their instructions. I responded I'd be happy to; but I didn't agree with their interpretation of the regulations. I landed and called. The supervisor started by saying they just wanted to talk about it; and that there was no enforcement issue. I explained what I said above; mentioned that I was just receiving advisories; that they had no more obligation to me than I did to them; that I was being safe by asking for advisories in the first place; that I could have just turned over the top of the bravo as soon as I wanted; that I did work with them; but that they need to work with me to; that it was not reasonable for me to fly 100 NM out of my way to get a turn across class east airspace just because a controller is working some arrivals (and it was a slow morning from everything I heard). We all need to work together; or guys like me will just fly where we are allowed to fly if they give us a hard time every time we try to work with them. He indicated that the controller should have worked with me and that; again; there would be no enforcement action and it wasn't about that; but just to learn about the incident from the pilot's point of view. I think it was a new controller and that a) I had to do what I was told if I was getting advisories (which I don't) and b) the controller just didn't want to deal with some GA airplane getting anywhere near her la arrivals. I was patient and polite; but at some point it became unreasonable. I had been going 90 degrees off course for 20 minutes. Obviously; if by turning I would have created a conflict; I would not have done it. As it was; there was no conflict; and no traffic call whatsoever; and there was no reason for me not to navigate as I chose.

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Original NASA ASRS Text

Title: A BUR VFR General Aviation departure voiced concern regarding ATC handling by an SCT Controller.

Narrative: I was climbing east; just north of the LAX Class B; to get high enough to turn on course (southeast). When climbing out of 8;000 I requested a Bravo clearance if they could work it out; I was getting Advisories. The Controller checked; came back on line; and told me the next controller would have the Bravo. I contacted then new controller and was told to fly heading 070; which was about what I was on anyway. At 10;000; just at the top of the Bravo; I asked about a turn on course. The Controller said if I descended to 9;500 I could turn right; but that would put me in the Bravo; and did not offer a Bravo clearance. If I kept flying east; I could turn to the east of the Bravo at 9;500; but that would put me in SNA's traffic flow and keep me down low until past SNA; another 30 or 40 NM. I elected to keep climbing and asked at 11;000 for a turn and the Controller told me to fly heading 070. At 12;000 I asked again; and the Controller told me the same thing; and that he/she had LA arrivals traffic; and fly heading 070. I advised I was going to turn on course. The Controller said he/she had an airliner descending out of 12;000 FT six miles away; and at the time I was climbing out of 12;300; and I mentioned that to the Controller. Then the Controller said that if I wasn't going to 'follow instructions' he/she was going to terminate advisories; and told me squawk 1200. I responded 'That's OK; but I think it would be better if we continued communicating.' About two or three minutes later a new controller came on line and asked me to call them when I landed so we could talk about my not following their instructions. I responded I'd be happy to; but I didn't agree with their interpretation of the regulations. I landed and called. The supervisor started by saying they just wanted to talk about it; and that there was no enforcement issue. I explained what I said above; mentioned that I was just receiving advisories; that they had no more obligation to me than I did to them; that I was being safe by asking for advisories in the first place; that I could have just turned over the top of the Bravo as soon as I wanted; that I did work with them; but that they need to work with me to; that it was not reasonable for me to fly 100 NM out of my way to get a turn across Class E airspace just because a Controller is working some arrivals (and it was a slow morning from everything I heard). We all need to work together; or guys like me will just fly where we are allowed to fly if they give us a hard time every time we try to work with them. He indicated that the Controller should have worked with me and that; again; there would be no enforcement action and it wasn't about that; but just to learn about the incident from the pilot's point of view. I think it was a new controller and that a) I had to do what I was told if I was getting advisories (which I don't) and b) the controller just didn't want to deal with some GA airplane getting anywhere near her LA arrivals. I was patient and polite; but at some point it became unreasonable. I had been going 90 degrees off course for 20 minutes. Obviously; if by turning I would have created a conflict; I would not have done it. As it was; there was no conflict; and no traffic call whatsoever; and there was no reason for me not to navigate as I chose.

Data retrieved from NASA's ASRS site as of April 2012 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.