No pilot deviation . . . .

A person in the Quality Assurance Department of the FAA Office of Safety determined my event on Saturday was not a pilot deviation.  Anxiety quieted!

The whole story revolves around transponder codes, busy airspace, missed communications, data tags, limited data blocks for ADS B data, and a helicopter who was flying in and around St Pete about the same time Alexandra was flying from Venice to Sarasota.  What I learned and was advised when I called to confirm and discuss the voice message shown above, make a cold call:  Tampa Approach, Cessna Skylane N65995 . . . .  This practice is opposite of what I thought controllers desired in busy airspace with cluttered airwaves.  I used to always wait for silence then go through the whole shebang:  Tampa Approach, Cessna Skylane N65995, two miles west of Venice, altitude 1 thousand 6 hundred, heading 3 6 0, VFR, full stop Sarasota.  That practice had always worked but what I now know is that controllers have to put our tail numbers in before they can do anything else.  Making the cold call allows the controller to respond quickly with, remain clear of Class C, if necessary, too.

The other thing I learned, in addition to writing down transponder codes when I get them, I will always make absolutely sure I hear:  N65995, radar contact.  I have to admit I was not always diligent looking for that language, but I have a new check box on my check list.  By the way, the deciding factor, I am sure, in the no deviation finding was the fact that Tampa approach used my tail number in a radio transmission before I entered the Class C airspace around KSRQ.

To round out the story, here is the flight of the helicopter that everyone but me thought was Alexandra:

That straight line from St Pete to just west of Venice is very suspicious.  Flightaware admits tracking data for this position-only flight is incomplete and potentially inaccurate.  But what happened to the helicopter?

Very few things about flying cause anxiety . . . .

. . . . because I long ago accepted the risks of piloting a small plane.  But, yesterday after landing on Runway 14 at KSRQ, turning off at Taxiway Delta, and stopping after the hold short line, this was the conversation after Tower handed me to Ground:

• [Niner niner five]  Sarasota Ground, Niner niner five, clear of 14 at Delta, parking at Dolphin
• [Ground]  Niner niner five, right turn off Delta, Alpha to Dolphin . . . and call Tower for a possible pilot discrepancy
• [Niner niner five]  Delta then Alpha to Dolphin for Niner niner five, will advise when ready to copy phone number
• [Ground]  You can get the number for Tower from Dolphin
• [Ground]  Niner niner five, advise when ready to copy number for Tower, I can give it to you
• [Niner niner five after parking]  Ground, Niner niner five ready to copy
• [Ground]  941 XXX XXXX

What then ensued was a couple of phone calls between me and KSRQ Tower and at least one phone call between KSRQ Tower and Tampa Approach.  I only have half the story at this time, mine.  I will share the outcome of all this once the FAA investigates further.  Stay tuned . . . .

You can imagine this has something to do with airspace.  The picture above are the details from the ADS B OUT of Niner niner five for the flight at issue, VFR from KPGD to KSRQ.

I'm glad all of the communcations are recorded, and that I had three friends, read witnesses, in the cockpit.  (smile)

One of the greatest hours flying ever . . . .

I think my mission is changing!  Today I got to fly N924GM, a Cubcrafters Carbon Cub Experimental with Executive Panel and amphibian floats.  What a blast.

Next step is to get a SES rating, while simultaneously shopping for the next plane, and determining how to sell Alexandra just before I find the ideal amphib.

More pictures:

Note that flying over the weeds was at just 100 ft AGL.