Small Aircraft
Flight Crew Commercial
Flight Crew Last 90 Days 30; Flight Crew Total 3500; Flight Crew Type 800
ATC Issue All Types; Aircraft Equipment Problem Less Severe; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Human Factors; Aircraft; Environment - Non Weather Related
I hold a Commercial Pilot Certificate with a current Class II medical. During current winter season from November to the present; I have flown from Runway 31R or 13L turning west over the city of Palm Springs and then proceeding south east to a distance about 1 mile west of the final approach course to Runway 31L; about 4 miles to the edge of the class D airspace at Frank Sinatra Drive and then to an easterly heading along that thoroughfare to Highway 10 and returning to PSP along base leg to Runway 31R or on a downward entry to Runway 13L.I was executing the fourth flight of the day; 3 of which followed the aforementioned route. Radio contact is maintained at all times with PSP Tower during these standardized flights with a discrete squawk code. Typically; PSP tower is provided with the flight time and my intended standard route of flight before takeoff. I customarily request an offset to pass taxiway 'E' and a left or right hand turn out over the city of Palm Springs. I typically climb to 1000 feet AGL and then depart the city of Palm Springs and proceed on a south easterly heading about 1 mile west of the final approach course to Runways 31L/R remaining at approximately 1000 feet AGL. Frequently; I encounter inbound commercial or private aircraft during this phase of my standardized route. I typically call PSP tower to alert them that I have entered this phase of my standardized route. PSP tower then advised me of any incoming aircraft requesting me to remain west of the final approach course maintain visual separation and proceed with my previously communicated route.The flying season; I have experienced considerable radio static over the city of Palm Springs and during the above noted southeasterly segment of my standardized route. At this point during the flight which is the subject of this form ('the flight'); I experienced the stated radio static and heard no communication from PSP tower. As I scanned the sky to the southeast and observed an aircraft breaking away from final to the northeast; I called PSP tower to inquire why that aircraft was deviating. PSP tower stated that they had called me 3 times and received no response and that; pursuant their protocol; they had been required to divert the subject aircraft. PSP next told me to call the PSP tower and directed me to turn left to a heading of 040 degrees which I then executed. After various radio calls by various aircraft; I was directed to resume 'own navigation;' at a position well northeast of the final approach course to Runways 31L/R. The remainder of the subject flight was unremarkable.Upon landing; I called the PSP tower and was initially connected to a female who told me there was a problem with my compliance with PSP tower communications and instructions. It was decided that a controller would review the tape and call me back. He did so and told me I erred in two respects. First; I had not responded to the radio calls as I entered the southeast portion of my standardized route; and second; after being directed to turn to a heading of 040 that I had not maintained that heading before being directed to resume 'own navigation' when I was at a point will northeast of the 31R/L final approach course. I flew 5 flights again the next day. Prior to that activity; I called PSP tower noting the 'call the tower incident' of the previous day; and stated that all flights would remain totally northeast of the final approach course to Runway 31L/R. Each flight complied with this new route which was designed by me to avoid radio problems that had ensued the previous day. [Two days later]; I spoke with PSP tower supervisor to discuss the above incident. The upshot of that call was that we agreed that my radio communication had been garbled by interference and that my new route should prevent a recurrence of this incident. My first priority is safety. I have been a licensed pilot for over 40 years and have never been judged in a violation of the FAR Regulations.
Pilot reported a conflict in the pattern at PSP with a light jet due to radio interference preventing communication with PSP Tower.